Catalyst compatibility

[CELICA_XX]

https://www.lubrizol.com/apps/relperftool/pc.html

The Lubrizol Comparison tool displays oil based on 7 points of criteria.

1. Soot Thickening
2. Wear
3. Piston Deposits
4. Oxidative Thickening
5. Fuel Economy
6. Aftertreatment Compatibility
7. Sludge

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Aftertreatment Compatibility:
To meet emissions requirements, many engine manufacturers are using aftertreatment systems. These can be affected by lubricant components that reach the system through the exhaust. To achieve aftertreatment compatibility, specifications are being introduced to limit the level of various lubricant components. Reducing components such as sulphur and phosphorus and chemistry that can lead to high sulphated ash can improve lubricant compatibility with the aftertreatment system.
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While viewing a highly regarded oil such as M1 0w-40 with all it's Euro specs, I've noticed the "Aftertreatment Compatibility" section is basically zero.

Would this product be a poor choice in a vehicle the burns some oil since it would be sent to the catalyst (and presumably shorten it's life) ?

 

[440Magnum]

Without going and reading the whole article, it looks like its more or less aimed at diesel specs. M1 0w40 isn't a diesel engine oil. Gasoline engine catalysts aren't as easily damaged as diesel aftertreatment systems which have a combination of urea injection, cats, and DPF. The sulphated ash component in particular is harmful to DPF's, since it is, well, an ash that can't be burned out by the regeneration cycle. It just builds up and gradually clogs the DPF. For the most part, gasoline engine catalysts tolerate ash because it just blows right through them. They can be poisoned by certain metals, but both ash and metallic components can damage diesel aftertreatment systems.

 

[GMorg]

I think that you are seeing a parameter that is not tested in the listed specs. That does not mean that it will perform poorly. It means that it is not part of the test.

 

[Shannow]

Two streams of ACEA specs, the A3/B3/B4 direction which is straight out engine protection, and the C stream which is aftertreatment friendly

Something that's important here is that they seem to have dropped the API specs from their lubricant tool (got in there, and couldn't see API).

If SN was included in your chart, it would have partially filled in the aftertreatment compatibility, maybe only to a 3, but there would be something there.

The API specs (and the ILSAC, but that's not pertinent to M1 0W40) are catalyst friendly to some extent.