Fact Sheet

December 2011

API SERVICE CLASSIFICATIONS

API stands for American Petroleum Institute. In 1970 along with the SAE and ASTM (American Society
for Testing and Materials), they established the API Service Classification System to define the
performance level of a given oil, unrelated in the main, to oil viscosity.

The API requirements “S” for Spark Ignition (petrol) and “C” for Compression Ignition (diesel) can be
briefly described as follows.

Designation and Description

SA Oil without additive

SB Some antioxidant and anti scuff properties
SC Meets 1964-1967 requirements of Automotive manufacturers
SD Meets 1968-1971 requirements of Automotive manufacturers
SE Meets 1972-1979 requirements of Automotive manufacturers
SF Meets 1980-1988 requirements of Automotive manufacturers
SG Meets 1989-1993 requirements of Automotive manufacturers
SH Meets 1994-1997 requirements of Automotive manufacturers
SJ Meets 1998-2000 requirements of Automotive manufacturers
SL Meets 2001-2004 on requirements of Automotive manufacturers
SM Meets 2004-on requirements of automotive manufacturers. XW-20 and XW-30 grades have
chemical limits
SN Meets MY2010 requirements of automotive manufacturers. XW-20 and XW-30 grades have
chemical limits SA to SJ are obsolete.
CA Light duty, high quality fuel, for MIL-L-2104A, 1954
CB Moderate duty, lower quality (high sulphur) fuel
CC Moderate to severe duty diesel and gasoline service MIL-L-2104B, 1964
CD Severe duty diesel, including turbo, Caterpillar Series 3, MIL-L-2104C
CD-II API CD plus Detroit Diesel 6V53T approval for two stroke engines
CE Turbo/Supercharged heavy duty diesels from 1983
CF Off road indirect injection diesel engines and others using a broad range of fuel types including
high sulphur. May be used to replace API CD oils
CF-2 Severe duty two stroke diesel engine service from 1994
CF-4 Severe Duty four stroke diesel engine service for lower emission diesel engines (from 1988)
CG-4 Severe Duty four stroke engines meeting 1994 emission standards (less than 0.5% fuel sulphur)
CH-4 High speed four stroke engines meeting 1998 emission standards (less than 0.5% fuel sulphur).
CI-4 High speed four stroke engines fitted with cooled EGR (released Dec 2001) and using low-
sulphur fuel.
CI-4 PLUS As per CI-4 but with further restrictions on after shear viscosity and performance.
(released September 2004). Aust. 2008.
CJ-4 Released in 2006 for 15ppm maximum fuel sulphur. Enhanced wear, protection 1.0% ash
maximum. US EPA ‘07. CA to CG-4 are obsolete.

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History of API Specifications

Originally it used an “M” and “D” system but in the 1960s, this changed to the one we are familiar with
today. Specifications exist for petrol and “heavy duty” diesel engines only.

CURRENT OLD OR YEAR OF RELEASE

SA ML
SB MM
SC MS (1964) and AMA ASTM G IV
SD MS (1968) and AMA ASTM G IV
SE MS (1972) and AMA ASTM G IV
CA DG (1954, MIL-L-2104A)
CB DM
CC DM (1964, MIL-L-2104B)
CD DS (MIL-L-45199/2104C Caterpillar Series 3)

Acea Engine Service Classifications

ACEA stands for Association des Constructuers Europeens de l’Automobile. This classification system
is the European equivalent of the API classification system, but is stricter and has more severe
requirements. Hence an oil that meets both API and ACEA specifications uses a better additive
package than one that is designed to meet only API specifications. Unlike the API, ACEA has three
main groups – “A/B” for gasoline and light duty (passenger car, 4WD etc) diesel engines, “C” for light
duty three way catalyst (TWC) and diesel particulate filter (DPF) compatible oils and “E” for heavy
duty diesel engines. These can be defined as follows.

Designation and Description

A1/B1 For use in gasoline and light duty diesel engines capable of using low friction, low viscosity, and
low HT/HS shear (2.9 to 3.5cP) oils. A fuel economy specification, this oil may not be able to be
used in all engines.
A3/B3 Stable, stay in grade oil intended for use in high performance gasoline and diesel engines or
extended drain intervals.
A3/B4 For use in direct injection diesel engines where special oils may be required, but also suitable
for applications described under A3/B3.
A5/B5 Similar to A3/B3 but for engines capable of using low friction, low viscosity and low HT/HS oils.
May be unsuitable for use in some engines.
C1 Stable, stay in grade oil of A5/B5 performance level and a phosphorus limit of 0.05% (low
SAPS). These oils cannot meet API SM/SN.
C2 Stable, stay in grade oil of A5/B5 performance and mid-SAPs (Phosphorus 0.08%).
C3 Stable, stay in grade oil with mid-SAPs (phosphorus 0.08%). These oils may also meet A3/B4*
and API SN. HT/HS >3.5cP
C4 Stable, stay in grade oil similar to C1 but with tighter volatility limits and no lower limit on phosphorus.
E2 General purpose oil for naturally aspirated and turbocharged diesel engines, medium
to heavy duty service and mostly normal drain intervals. (Obsolete by 2010)
E4 Stable, stay in grade oil more severe than E7, for significantly extended oil drain intervals.
Usually synthetic or predominantly synthetic. Also for Euro 3 and Euro 4 engines.

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E6 As for E4 but with chemical limits to allow use in engines with particulate filters and SCR NOx reduction
systems. Only for diesel fuel with<50ppm sulphur. 1.0% ash, 0.08% phosphorus. Euro 4 and 5.
E7 Designed for use in Euro 1, Euro 2 and Euro 3 emission diesel engines in severe heavy duty service
and extended drain intervals where allowed. More severe than E2/E3 but not as severe as E4.
E9 Designed for Euro 5 engines with DPFs. SAPS limits line up with API CJ-4 and 7BN minimum.
ACEA specification oils have tighter shear stability and oil volatility requirements than equivalent
API specification oils *ACEA 2010 specification oils can no longer meet both C3 and A3/B4.

History of european specifications

ACEA Old CCMC (not in absolute terms, a guide only)
A2 G1, G2
Prior to ACEA, the CCMC was the issuing body A3 G4, G5
for Europe up until 1990’s. A rough comparison B2 PD1

is shown on the right. B3/B4 PD2

E2 D4
E3 D5
Ilsac engine service classifications

ILSAC (International Lubricants Standardisation and Approval Committee) includes the major
automobile manufacturers that manufacture vehicles in the USA. This includes the Japanese
manufacturers. Effectively, ILSAC specifications are the fuel economy version of the API specifications.

GF-1 is obsolete
GF-2 is equivalent to API SJ
GF-3 is equivalent to API SL
GF-4 is equivalent to API SM
GF-5 is equivalent to API SN

ILSAC grades only apply to viscosities XW-20 and XW-30. GF-4 has introduced a phosphorus limit
of 0.08% maximum and a sulphur limit of 0.2% maximum, GF-5 is similar, but it introduced new
requirements relating to phosphorus volatility and compatibility with ethanol fuels.

ILSAC, API and ACEA specifications require a large range of engine tests and laboratory tests on the
oil. Parameters such as high and low temperature wear, oxidation, soot control, oil thickening, deposit
control, volatility, stay in grade performance, fuel economy, chemical composition and many others
are tested against limits and rated.

In the case of the API, the oil specifications become more severe as the letters climb the alphabet, eg
SL is more severe than SJ. This is not necessarily the case with ACEA as their specifications are more
application specific.

Global specifications

Developed by ACEA, API and JAMA for diesel oils with different limits to the ‘donor’ categories.
Heavy Duty: DHD-1 = E7/CI–4 + JASO tests
Light Duty: DLD-1 = B2 + JASO tests
DLD-2 = B1 + JASO tests
DLD-3 = B3 + JASO tests
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Other four stroke classifications

JASO DL-1 Similar to ACEA CI for light duty diesel engines.

JASO DH-1 Heavy duty diesel, higher ash formulation with performance superior to API CF-4. Has
additional valve train wear and piston cleanliness requirements.
JASO DH-2 Heavy duty diesel, similar to API CJ-4 and ACEA E9.
JASO MA Japanese four stroke motorcycles, non-friction modified. Now further split into MA1 and MA2.
JASO MB Japanese four stroke motorcycles low friction oil.
NMMA FC-W® Released in 2004 for four stroke outboard oils.

Two stroke oils

These are low ash or ashless oils depending on the end use. Products can be used in oil injection
systems or premixed with the fuel. As they are consumed with the fuel, two stroke oils must not cause
excessive combustion chamber or piston deposits, or engine failure may result.
The most common two stroke specifications are

Air Cooled
API TC
ISO EG-B/JASO FB Provides good protection against scuffing and  varnish
ISO EG-C/Jaso FC As per EG-B/FB but with severe restrictions on exhaust smoke, system blocking
and detergency
ISO EG-D/JASO FD Enhanced detergency and varnish protection compared to EG-C/FD
TISI Thai Industrial standard with limits on smoke, generally equivalent to JASO FC

Water Cooled
NMMA TC-W3® Ashless Oil for two stroke outboard engines. Oils can be licensed to this category.

Automatic transmission fluid classifications

There are no API standards for automatic transmission fluids. Indeed, it is only in recent times
that the Japanese have released a general industry standard that stands alongside their individual
requirements. (JASO-1A).

General motors

TYPE A AND TYPE A SUFFIX A

The original fluids. They came out on 1949 and 1957 respectively and are long obsolete.

DEXRON®-IID
Now obsolete as far as General Motors is concerned, it was the closest we had to an industry
specification. Indeed, it formed the basis of many other OEM (Original Equipment Manufacturer)
ATFs specifications. It is still used by GM Europe up until recently and by other European and some
Japanese OEMs.

DEXRON®-IIE
A development that had better low temperature properties than IID. Now superseded.
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DEXRON®-III
For many years it was in “F” and “G” specifications, which had the same low temperature characteristics
as the IIE version, but with modifications to antioxidancy and friction material. The 2003 IIIH
specification was for 160,000km drain intervals and extended durability and superceded “G”. This
specification became obsolete at the end of 2006 and was replaced by;

DEXRON®-VI
Initially released in 2005, this is a special low viscosity fluid which will replace DEXRON®-III in all GM
manufactured automatic transmissions. It has a very long oil drain capability of up to 400,000km.

DEX-CVT®
Special specification for CVTs.

FORD MOTOR COMPANY

M2C33-F and M2C33-G

F came out for the USA and G for Europe. These are non-friction modified fluids and as such cannot
be used in most transmissions.
M2C138-CJ and M2C166-H
Introduced to deal with problems with the C-6 and C-5 transmissions, these are satisfied by DEXRON®-IID.
MERCON®
The original MERCON® fluids were again satisfied by DEXRON®-IID and the revised MERCON®-IV fluids
by DEXRON®-IID/E and DEXRON®-III. (now obsolete)
MERCON®-C
Special specification for CVTs.
MERCON®-V
This is the first MERCON® fluid not satisfied by a standard DEXRON® type fluid. Usually semi or fully
synthetic, it has more severe requirements on friction, fluidity, shear loss and oil drain. While fluids
meeting MERCON®-V must pass DEXRON®-III initially, they are then subjected to many other tests.
Updated in mid 2008.
MERCON®-SP and MERCON®-LV
Both fluids are low viscosity fluids. MERCON®-SP was based around a ZF specification and was used
in six speed automatic transmissions, for both front and rear wheel drive. LV was introduced in 2007
and Ford plan to make it backwards compatible.
BTR 5M-52
Special fluid for Ford Australia that uses the BTR 4 speed automatic models, 85/91/95LE. Modified
DEXRON®-IID type.

CHRYSLER

ATF+3® (MS-7176F/MS7176E)
Satisfied by modified DEXRON®-IID/IIE type fluids such as MM SP and MM SP2.
ATF+4® (MS-9602)
Synthetic or semi synthetic product with special shift requirements.

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MERCEDES BENZ

They have the 236.x series of approvals. Some are DEXRON®-IID/III type and some are not. With
some of the newer transmissions, highly specific products are used. Their sheet numbers also may
be indicative of a transmission from a supplier such as ZF. The more common ones are shown below.

236.1 For MB, Allison and ZF transmissions.

236.2 Older specification used in power steering and manual transmissions, although it is also
used in some MAN automatics and in the Differential Lock in UNIMOG.
236.6, 236.7 Most common ones used, and satisfied by DEXRON®-IID.
236.9 Long drain fluid usually a DEXRON®-III type with more severe shear stability limits.
236.10 For 5 speed Mercedes EC3 transmissions (NAG-1)
236.11 For 5 speed ZF automatics used by Mercedes Benz
236.12 For 7 speed Mercedes automatics (NAG-2)(now replaced)
236.13 Issued as an in-service ‘fix’ oil for transmissions specifying 236.12
236.14 New initial and service fill specification for NAG-2 transmissions
236.20 For CVT

MITSUBISHI

MM SP and DEXRON®-III fluidity but with different frictional characteristics.

MM SP2
MM SP 3 A more developed version with better low temperature properties and longer drain life
and shift durability. Semi-synthetic at minimum.
ZF Stands for Zahnradfabrik Friedrichshafen in case you were wondering.
A large transmission maker, it supplies units to many car and truck OEMs.
TE ML-11 Contains the special products listing for many passenger car automatic transmissions
(such as MB 236.11 type) and also for where automatic transmission fluids are used in
manual transmissions.
TE-ML 14A Full mineral, DEXRON®-IID/III type, 5.3cSt after shear, 30,000km drains.
TE-ML 14B Part synthetic, DEXRON®-III type, 5.3cSt after shear, 60,000km drains.
TE-ML 14C Full synthetic, DEXRON®-IID/III type, 5.7cSt after shear 120,000km drains.

ALLISON

C-4 Designed for heavy-duty transmissions in off-highway vehicles. ATFs and special fluids
are qualified against it. Supercedes C-3.
TES295 Special formulation-specific, PAO based fluid for heavy duty applications.
TES389 Introduced in 2006 to cover DEXRON®-III applications. Now required for all on-highway
transmissions instead of C-4.

CATERPILLAR

TO-4 specialised fluid for Caterpillar units. Oils meeting TO-4 and C-4 find wide application
in heavy-duty construction equipment manufactured by many OEMs such as Komatsu.
Also used in manual transmissions.

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Other OEM specifications worth noting:

Honda ATF 96, Z1
Nissan Nissanmatic C, D, J, K
Mazda MIII, MIV, MV
Toyota TII, TIII, TIV, WS
Voith G607, G1363

Gear Oil Designation and Description

For gear oils (loosely including MTFs), there is the below set of standards:
GL-1 Oil without additive
GL-2 Usually contains fatty materials
GL-3 Contains a mild EP additive
GL-4 Equivalent to MIL-L-2105B and is usually satisfied by a 50% GL-5 additive level.
GL-5 Equivalent to MIL-PRF-2105E. Primary field service recommendation for Passenger cars
and trucks worldwide.
GL-6 For severe service involving high offset hypoid gears. Often used to describe oils used in
limited slip differentials.
MT-1 For non-synchronised manual transmissions in buses and trucks at a higher level than
GL-4. GL-2, GL-3, and GL 6 are not normally used for automotive applications.

MIL-PRF-2105E – designed by the US military it takes conventional GL-5 and adds more demands to
the specification. Most hypoid oils conform to this standard. Now superceded by SAE J2360 (2003).

PENRITE OIL COMPANY PTY LTD, 88 Lewis Road, Wantirna South

Victoria AUSTRALIA 3152, ABN 25 005 001 525 PROUDLY AUSTRALIAN
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