Mobil 1 Q&A

Hello, Members of BITOG,

First of all, we want to say thank you to everyone who submitted questions for this Q&A. We expected the questions to be thoughtful and you definitely met that expectation.

In order to make our responses more readable, rather than answer them in the same order in which they were posted, we’ve taken the liberty of grouping similar questions together. In a few cases, we were able to answer multiple questions with a single response. We’ve included the original text of each question asked to us so that those who posed questions can find theirs, but we did edit for length (not content) in some cases. Again, this was done solely to make this Q&A more readable. If you’d like to see all of the original questions, they can be found on the thread linked here: http://bit.ly/c6HQkt.

As we stated in our original post asking for questions, we are unable to answer questions about formulation or future products. We have answered as many questions as possible and do hope that the information listed below will prove informative and useful.

Thanks again for your participation!

Sincerely,
Ray McDonald
Global Technical Advisor, Synthetic Passenger Vehicle Lubricants, ExxonMobil Lubricants & Specialties
And the team behind Mobil 1

Many of you asked questions similar to this one from “buster:”

“For unknown reasons, Mobil 1 tends to show higher Fe in various oil analysis reports compared to other branded oils in similar driving conditions. I’ve been on this website long enough to know that it’s a real characteristic of the oil. We understand that this may be nothing ‘significant’ at all, and that the scientific process is far from good considering the used oil analysis samples we see on here. Can XOM confirm that the perceived higher than normal Fe is not a problem?”
We will respond to the question, which will be followed by text from the other posts that essentially asked the same thing.

Iron particles in used oil are to be expected, as the iron in engine components, such as cam shafts, timing chains and gears, piston pins and rings and cylinder liner, wears down during normal operation. To determine if the level of iron particles is higher than it should be, a wide range of factors need to be assessed. These include whether the car is driven in normal or harsh operating conditions, the amount of highway driving versus city driving, whether the engine is subjected to stop-and-go driving, and the volume of cold starts and temperature extremes the engine endures. Also, car and engine model and frequency of oil changes will have a significant effect on how much iron ends up in the engine oil.

All these factors can impact the amount of iron that goes into the oil, so it is necessary to consider all of these elements when establishing what a typical level of iron should be. For example, a highly engineered vehicle/engine design operated under relatively mild conditions (e.g., mostly highway operation) over a standard oil drain interval may generate iron levels as low as 20 – 25 parts per million. Alternatively, an engine of average design, operated through more severe conditions such as an extended oil drain interval, may yield iron levels in the range of 200 – 300 parts per million. Based on the iron-content numbers of the UOA analysis typically described by BITOG users, the stated levels should not be a concern and show that Mobil 1 is protecting engine parts as promised.

Also, used oil analysis (UOA) is only one dimension when it comes to assessing engine oil performance. Ultimately, UOA should be combined with engine inspections and measurements to more accurately assess the performance of the oil.

If iron content of a UOA is considered higher than expected, the next step is to determine the cause of the premature wear. In order to do this, evaluate other data points from the UOA report to obtain a more complete picture as to what’s going on in the engine. Premature engine wear is often due to mechanical issues, not the oil. For example, elevated levels of lead and/or copper, particularly in combination with a positive glycol dilution test, would indicate that there may be a coolant leak within the engine. Coolant dilution in the engine oil (which would occur from something like a crack in the head gasket) would cause rapid acceleration of wear metals in the engine oil.

Other questions on this topic included:

Why do the UOA’s show higher iron than other synthetic oil UOA’s?

As a long time Mobil 1 user, I must reiterate the concerns others have expressed about the clearly higher iron content in UOA reports. I would like to understand the reason and physical/chemical mechanism behind the elevated levels. I understand the absolute iron levels are not of much concern, but the relatively higher levels are disturbing when one is paying top dollar for what is perceived to be a top class product. This is especially true when considered in the context of your competitor’s claims that the 5W-30 has failed the cam wear specification in the Sequence IV engine test.

Why do dozens upon dozens of M1 UOA’s show significantly higher Fe than other oils in the same application? (You can confirm this yourself by checking under UOA section, where most of the tests are done by Blackstone.) Recently even ESP has shown higher Fe wear in one if the UOA, there is an absolute consensus among BITOGER’S that this is true. This is “The Most” pressing question about M1 and I really hope that you get to the bottom of this.
Obviously the high iron content is my top question, along with many other BITOG’ers. it seems like if every other oil has managed lower iron content then Mobil 1 is obviously missing something. Is it due to some sort of chemical reaction possibly?

I would like for you to address the high iron issues on UOA reports, and explain this as well as you can without giving away any proprietary information of course (read please go in depth on your answer not just a no the high iron readings will not hurt, or it’s just noise from a chemical reaction etc) if you could give some data, show us how you got your answer etc.. The high iron readings is/has been a huge issue with M1 oils, and I myself do admit to having second thoughts because of this.

I’ve got some old (1960s) high-performance American v8 engines with moderately aggressive cams and high spring pressures, but not wild enough to be considered “racing” engines. I want oils that control deposits and hold up to everyday driving, which rules out most of the racing oils that are available and would protect the cam. Most of the premium street engine oils today are tailored for newer engines with roller cams, overhead cams, and very light spring pressures. So I’ve been using diesel engine oils like your M1 TDT and Shell’s Rotella T6. The downside is that these engines are really more set up for a 30-wt oil and develop high oil pressure on these HD engine oils, wasting power and stressing the oil pump drive gears. From reading oil analyses, it seems like your M1 0w40 oil might fill the bill a little better. Its still heavier than I’d really like, but it looks to be a little thinner than TDT 5w40 at operating temperatures, and still looks like its got an additive package that would work well with old-school cams and moderately high spring pressures. Do you have a better recommendation?

Mobil 1 5W-30 should have no problem providing protection for these type of engines. In fact, all Corvettes and many race teams use Mobil 1 5W-30. Note that for extremely high cam/spring pressure, high-performance applications, we also have a product called Mobil 1 Racing 0W-30, which has a boosted anti-wear system and would provide an additional option for you, should you feel more comfortable with this.

Oil consumption is a common complaint among your 5w30 vs other competitive brands. Is there a reason for this?

We are not aware of any oil consumption issues related to Mobil 1 5W-30, and the product is engineered to be extremely stable under high-temperature conditions.

Do timing chains place noticeable stress on engine oil, requiring shorter OCIs than engines that use timing belts? I am now using M1 5-20EP. Is your EP oil suitable for the 15K OCI as you advertise with overhead cam engines that use timing chains?

Mobil 1 Extended Performance products have been tested in some of the most severe operating conditions that engines can endure and under extended service conditions, and will have no problem protecting timing chains at 15,000-mile oil change intervals.

Why does Mobil 1 0w-30 only meet ACEA A1/B1 and not A5/B5?

Mobil 1 0W-30 was designed to meet the ACEA A1/B1 performance level.

With Mobil 1 High Mileage 10w30 having pour point of -54F and Mobil 1 High Mileage 5w30 having a pour point of -42F, is the 10w30 safe to use in temperatures 0F to -25F, or through winters in Wisconsin?

The pour point of Mobil 1 High Mileage 10W-30 is actually -39C (-38F), which means yes, you can feel comfortable using it through an average Wisconsin winter, provided you don’t experience historically low temperatures.

Why was Mobil 1 0w-20 tested for GM 4718M?

Similar to the other Mobil 1 products, Mobil 1 0W-20 carries a great amount of performance reserve, particularly under high-temperature operating conditions, and this is demonstrated by testing against and meeting the GM4718M requirements.

There has been much debate over the cooler that is attached to the front of the MB in the million kilometer test you recently came out with. It is some sort of cooler, so my question is what kind of cooler is it? Engine, tranny, differential?

As the car is stationary during dynamometer testing, the transmission cooler you see is necessary to ensure that the transmission receives the same level of cooling that it would if the car was being driven down the road.

Are there any known issues with running a heavier oil, such as M1 0w40, in engines spec’d for lighter oils, such as 5w20? I ask because I’ve been using 0w40 in a few of the (non VCT) Ford Modular engines with zero consumption (5w20 was 1L/10,000Km) and a quieter valve train.

There are no known issues with using Mobil 1 0W-40 in these applications.

Why does the Canadian PDS for the 0w40 differ from the US version? (flash point is different: 236C for the Canadian one, 230C for the US one, no pour point on the US one, cST at 40 and 100 different..etc).

The Mobil 1 0W-40 is a global product, and it is the same formulation in almost every area of the world. Though we try to maintain complete consistency in the typical properties that are reported for a given product, there are some minor inconsistencies in the values reported in different countries. Note, however, that these inconsistencies do not reflect any differences in the formulation, quality or performance of the product.

Some members here have some of the new DI engines and are concerned about deposits. Which product do you recommend and what have you found in testing M1 in DI engines?

Have you actually tested the EP line with DI engines and believe it can withstand the “stress” of DI engines?

If the DI intake and valve deposits are a recognized issue by Porsche, what is XOM doing in conjunction with Porsche to address the issue?

Mobil 1 products will provide the same level of performance and protection in direct-injection engines as it does in other fuel-injection configurations. In fact, many of the tests that are performed on Mobil 1 products are done so in DI engines, and the results show the same high level of protection from Mobil 1 in these engines as we have seen over the years in other engines.

Will Mobil 1 officially meet dexos1?

Yes. ExxonMobil announced that a number of its key products, including Mobil 1, are now officially dexos™ licensed worldwide. The dexos™-licensed ExxonMobil products will meet the GM global engine oil specifications and will be designated by displaying dexos1™ or dexos2™ logos on the product labels. These engine oils are designed to meet the specific requirements of gasoline and diesel engines used in GM vehicles worldwide.

Did a formulation change occur in order for Mobil 1 5w-30 to meet dexos1 specifications?

No formulation change was required for Mobil 1 5W-30 to the meet dexos1™ specification.

Will Mobil 1 still be factory fill for the Corvette?

Mobil 1 remains the factory-fill motor oil for all Corvettes.

I have never been a fan of Mobil oils. Why should I switch?

With so many good oils on the market today, why should someone choose Mobil 1?

There is no shortage of reasons to try Mobil-branded oils, especially Mobil 1. Mobil 1, for example:
Is designed to provide overall outstanding performance across a wide spectrum of driving conditions
Meets the industry’s toughest standards and outperforms conventional oils, with exceptional performance under all operating conditions and outstanding performance during the maximum oil change intervals recommended in owners’ manuals
Is chosen for factory fill by more OEMs than any oil brand in the world
Offers race-proven technology, with over half of all NASCAR teams using Mobil 1 technology; Mobil 1 is also a technology partner with the Vodafone McLaren Mercedes Formula 1 team
However, the best way to find out if you are going to become a Mobil 1 fan is to give it a try.

Why is M1 synthetic ATF no longer recommended for Chrysler applications (ATF+3, ATF+4)?

Mobil 1 Automatic Transmission Fluid is designed for use in a wide variety of vehicles, including General Motors and Ford vehicles, as well as some imports. The specifications of Chrysler transmissions have evolved in such a way that Mobil 1 Automatic Transmission Fluid no longer meets them.

Why doesn’t M1 EP 5W-30 meet all the same mfg specs that M1 5W-30 does?

Mobil 1 Extended Performance is designed specifically for today’s longer service intervals and is guaranteed to protect for up to 15,000 miles or one year. It meets the standard API, ILSAC, and ACEA industry specifications recommended by most auto manufacturers. Mobil 1 5W30 covers additional OEM specifications which may recommend other oil intervals.

It is difficult for me to change my oils. Will your 0-20 go safely for a year before changed?

Regardless of the type of oil you use in your engine, we always recommend that as first step you consult your owner’s manual when determining your oil change intervals. In addition, you should take into account the operating conditions of your engine: in other words, the type of driving your vehicle experiences (e.g., stop-and-go, highway, extreme temperatures). Keep in mind that our Mobil 1 Extended Performance is guaranteed to deliver exceptional protection for up to 15,000 miles, so if your owner’s manual and driving style allow for a longer oil change interval, it may be an ideal product for you .

How does current Mobil 1 5W30 do on the SeqIV test? How many microns of camshaft wear in this test? Also, what is your response to this statement from Valvoline: “Mobil 1 5W30 DOES NOT MEET the most basic API SM or ILSAC GF-4 specifications. That means Mobil 1 5W30 cannot meet basic GM, Ford, Chrysler or Honda Specifications. Valvoline Synpower exceeds the specifications in all tests.”
[alert-box style='info' ]Ashland’s claims in conjunction with higher Fe in UOA’s have caused suspicion of whether Mobil 1′s cam wear protection is as good as competitor oils. BP and Ashland for months ran ads claiming 4 and 8x better wear on an industry standard Seq IVA test. Can you elaborate on this?

Mobil 1 meets or exceeds all of the wear protection requirements of the API SM and ILSAC GF-4 standards, as well as the European ACEA industry standards, which include passenger car diesel durability tests, and a great number of OEM specifications. As for the specific statement you quoted, ExxonMobil does not comment on competitive marketing claims.

Ashland’s claims in conjunction with higher Fe in UOA’s have caused suspicion of whether Mobil 1′s cam wear protection is as good as competitor oils. BP and Ashland for months ran ads claiming 4 and 8x better wear on an industry standard Seq IVA test. Can you elaborate on this?

As stated in the answer to the previous, similar question, ExxonMobil does not comment on competitive marketing claims.

When will Mobil release their range of SN, GF-5 and dexos 1 oils ?

ExxonMobil recently announced that a number of its key products, including Mobil 1, are now officially dexos™ licensed worldwide. The dexos™-licensed ExxonMobil products will meet the GM global engine oil specifications and will be designated by displaying dexos1™ or dexos2™ logos on the product labels. These engine oils are designed to meet the specific requirements of gasoline and diesel engines used in GM vehicles worldwide. Mobil 1 is licensed for dexos™ specifications globally, including both dexos1™ and dexos2™. As for our GF-5 product line, while we aren’t yet making our specific plans public, we can say that ExxonMobil has been preparing extensively for this change, working closely with automakers and the American Petroleum Institute.

Do the Extended Performance oils offer better overall performance than the regular Mobil 1 line, and if so in what ways? The specs. for both look very good and very similar.
[alert-box style='info' ]What is the real difference between reg. M1 and EP?

While we can’t disclose any proprietary information, we can say that Mobil 1 Extended Performance is unsurpassed against other full synthetics in high temperature protection and resistance to the formation of undesired engine deposits. Mobil 1 Extended Performance is designed specifically for today’s longer service intervals and is guaranteed to protect for up to 15,000 miles or one year, whichever occurs first. Mobil 1 Extended Performance has a unique formulation with a boosted level of protection and performance.

Do you have any ATF’s recommended for the Hyundai SPF-III, and if so, have they been tested in that application?

We do not have a Mobil Automatic Transmission Fluid recommended for this specification.

The Formula for Mobil-1 5W-30 seems to make a drastic change around 2002. The newer formula left a lot of sediment in the bottom of the bottle. The oil also looked and smelled different. What did you guys change in the oil, and why was there so much sediment in the bottom of the bottle? I called, wrote a letter, and emailed Mobil to get answers, but never got a response. I have not used Mobil-1 since. I am a little afraid to use it. Before 2002, Mobil-1 was the only oil I used in my vehicle.

While we can’t divulge any proprietary information, we can say that we are unaware of any regular occurrences such as the instance you describe. Please note that a small amount of particulate matter in the bottom of a new bottle is not necessarily a formulation effect. Rather, it is likely from the blending and filling process, and should not harm an engine if used. However, bottles like this can be returned to the vendor for exchange, if desired.

Why doesn’t Mobil post a used oil analysis (UOA), on their website, of all their engine oil with batch numbers, so we don’t have to spend our own money on a UOA. I am sure Mobil runs an analysis of all their oil batches before they even put it into bottles. It would be nice to have, even if it was in a secret section of their website and only accessible to people with a secret decoder ring.

The question implies that different “batches” of Mobil oils are slightly different, which is not the case. The content of each bottle of a Mobil product has the same attributes as the next bottle. The product data sheets found on our website therefore should answer questions about how you can expect our products to perform, as they display typical properties for each product. If you have a more detailed question, we recommend contacting us at 1-800-ASK-MOBIL.

Is there a reason why Honda civic/accord engines tend to burn Mobil 1 more than other engines?

This is a question that we would recommend asking Honda, as we would not want to comment on specific performance questions related to any auto manufacturer’s vehicles.

What is the difference between the Mobil Turbo Diesel Truck, Mobil Delvac 1 and Mobil Delvac ESP oil?

Mobil 1 Turbo Diesel Truck is recommended for diesel-powered pickup trucks built by Ford, General Motors, GMC and Dodge (i.e., light-duty trucks), whereas Mobil Delvac 1 ESP is recommended for heavy-duty, commercial trucks and other on- and off-highway equipment. Mobil Delvac 1 ESP is the current name of the product in the United States, replacing Mobil Delvac 1.

As I perused the online data sheets for all of Mobil’s oils, I noticed that, of the oils that actually showed the data, the lowest pour point listed was -54C. Interestingly, that was from the relatively thick 5w30 Truck & SUV and 10w30 High Mileage. What is it about the formulation of those two oils that gives them a lower pour point than even your much thinner 5w20 offerings?

Note that your information may be a bit outdated, as the pour point values shown on most current Mobil 1 5W-grade product data sheets are all relatively equivalent (all in the -40C to -45C range).

The online data sheet for the 0w20 AFE does not list a pour point. I would certainly appreciate finding out what it is.

This value should be comparable to that of Mobil 1 Advanced Fuel Economy 0W-30, which is -51C.

Mobil prides itself on having unique relationships with OEM’s. What specific advantages does this give you when making Mobil 1? The 600,000-mile Mercedes test is one example. Is Mobil paying these companies to use Mobil 1, or do they choose it based on its performance?

One of the many benefits of having a strong relationship with OEMs is that two-way communication can occur between the engineers who develop Mobil 1 and the engineers who design automotive engines. This ensures that we can develop and test Mobil 1 according to the latest engine technology and specs. In turn, the OEMs stay aware of the capabilities of high-quality engine oils, like Mobil 1, in their engines. Due to confidentiality provisions, we aren’t at liberty to discuss our business relationships with OEMs. However, we are confident that the OEMs who rely upon Mobil 1 as a factory-fill believe our product gives their engines the performance and protection it deserves. You don’t have to take our word for this – watch some of the videos on our website featuring testimonials from some of our OEM partners, including Porsche.

I’d like to know if you could elaborate on why the Mobil 1 ECF 0w40 almost always shears to a 30wt. Granted, it starts out just a little above a 30wt, but it’s not really a 0w40 if it spends over half its useful life as a 0w30 or is it?

Mobil 1 0W-40 has been tested in numerous engine types and over a vast range of operating conditions, and has always demonstrated outstanding protection and performance. We disagree with the contentions that Mobil 1 0W-40 “almost always shears to a [0W-30]” and “spends over half its useful life as a 0W-30.” Our research and vigorous testing confirms that the product is a true 0W-40 viscosity that protects engines in which it is intended to be used. It is this level of continuous protection across the entire oil change interval that allows engineers at Porsche, Mercedes AMG, Dodge SRT, and other high-performance automakers to have the confidence to put Mobil 1 0W-40 in their engines before they leave the factory.

Mobil does not recommend the Mobil 1 Racing oils for street use … is this solely because of potential premature degradation to the life of catalytic converters? Any other reason?

No. Potential impact on catalytic converters is the only reason we do not recommend Mobil 1 Racing for street use.

I have an air/oil cooled dry clutch motorcycle with a shared sump between the transmission and engine … how would Mobil 1R 0w50 hold up in that application?

Mobil 1 Racing 0W-50 would be fine, but a better choice for this application would be Mobil 1 Racing 4T 10W-40, which is specifically designed for high-performance, common-sump design motorcycles engines/transmissions.

I am familiar with the Mobil 1 20w50 motorcycle specific oil. Is the 20w50 label just a marketing tool for the Harley crowd? Would the oil actually be able to meet a 15w50 or 10w50 label if it needed to as it sits right now in the 20w50 bottle?

Mobil 1 20W-50 is a true 20W-50 motor oil.

Some European car manufacturers strictly advise against the use of low SAPs oils in their gasoline engines operated in the US. For example, Mobil1 ESP 5w-30 meets BMW LL-04 spec, and BMW recommends this oil for their gasoline and diesel engines in Europe. However, BMW advises against the use of this oil in their gasoline engines in the US, claiming poor gasoline quality in the US. Since XOM produces both the oils and gasoline in the US, can you elaborate on what exactly it is about the US gasoline that makes it incompatible with ESP oil? Does it have something to do with ethanol use in US gas? What negative effects might be observed if ESP oil were to be used in gasoline engines in the US?

It would be better to direct this question to BMW, given that it is in reference to their recommendations.

(Intended as a follow-up to the previous question.) I bought some ESP 5W-30 for my wife’s VW. I heard the same thing about the US gasoline. I called your tech line and was told not to use the oil in the VW. I called back and then was told that if the car was spec for the oil which it is then it was fine to use.

We’re unclear as to what is meant by the phrase “if the car was spec for the oil,” but if the vehicle calls for a VW 504.00/507.00 product, then Mobil 1 ESP 5W-30 can certainly be used.

I noticed this on your PDS: “(Meets Engine Test Requirements)A5/B5.API (Meets Engine Test Requirements)SL / SM.” None of your other oils have this (Meets Engine Test Requirements) so I assume this means the oil does fine in testing on a bench but not in prolonged use in the USA with our gasoline? If not, what is the difference in description?

This product meets or exceeds numerous industry and OEM specifications, in their entirety, as stated on the product literature. The exception is API SM, where Mobil 1 ESP Formula 5W-30 meets or exceeds all of the performance and protection testing requirements for API SM that involve testing in an actual engine (versus a bench/laboratory test). In order to formulate an oil that is compatible with passenger car diesel emissions systems (specifically those used by Volkswagen), the oil must be a “low-ash” oil. Low-ash oils do not exhibit the necessary performance in one of the API SM laboratory/bench tests which require a higher-ash oil.

This may not be in line with your mission here..but..Is there some reason why the data sheets are shrinking/shifting in content? It’s not just XOM. Sopus is omitting HTHS data in some apps and the CCV/MRV numbers. Castrol won’t even give the 40C numbers. Some have NOACK ..etc..etc. In past years, XOM, SOPUS, and Chevron had all the usual suspects for investigation. Now it’s hard to compare between them with the data gaps.

We have not made any efforts to reduce the amount of content contained in our data sheets. If you have specific questions about product specs and the information you seek is not listed in the data sheets, 1-800-ASK-MOBIL may be an option for you.

I have a 1998 Corvette with a 6 speed manual transmission, it has paper blocker rings. It uses Dextron ATF. I switched to Mobil 1 ATF and after 50,000 miles it started grinding going into 6th gear. After a switch to a competitor’s Synthetic ATF the grinding went away. Are you familiar with problems with Mobil 1 ATF and these early T-10 transmissions?

We are not aware of any issues such as the one you describe. ExxonMobil recommends Mobil 1 Automatic Transmission Fluid for use in applications requiring a Dexron III-type fluid.

If one 0W-20 oil has a higher Density than another, would you consider it as giving more protection in high pressure/high stress areas of the engine, and why?

There is essentially no correlation between density and performance/protection.

Would you please add MRV data to all of your Mobil 1 PDSs.

If there is high enough demand to make this change, we will consider the request.

In Canada, Mobil sells ‘Special 1000′ conventional and ‘Special 2000′ syn-blend. Are these oils EXACT duplicates of the ‘Mobil 5000′ and ‘Mobil 7500′ in the US?

Our product offerings can vary according to region.

The Cdn dollar is at virtual parity with the US dollar so why are your products 50% more expensive here than south of the border?

For competitive reasons, we cannot answer questions of any kind about our product pricing strategy.

(Your Australian website) lists (Mobil 1 15W-50) as “race proven formula” but not for the 5w-50. what does this mean exactly? (i.e., the differences, not “we have sponsored some guys in a race to use this oil and they won”.)

We describe Mobil 1 15W-50 as being “race proven” because it is frequently used by racing teams who trust in its performance and protection even in the extreme conditions of racing. Mobil 1 5W-50 is not generally used for racing, and thus doesn’t have that description attached to it.

What was the “regular maintenance” that you state the MILLION MILES ON MOBIL 1 received? I’m just curious.

The “regular maintenance” stated in reference to the million-kilometer Mercedes program refers to any maintenance that is recommended by Mercedes-Benz in the vehicle’s manual. A number of examples for this type of maintenance include:

Replacing the engine air cleaner insert
Checking the poly-v belt
Changing the transmission fluid and replacing the filter
Replacing the spark plugs
Changing the coolant

In addition to what is outlined above, additional maintenance was also performed to avoid unnecessary testing delays due to auxiliary components, for example:

Changing the tires
Replacing the catalytic converter
Replacing the timing chain
Replacing the water pump

I have been using Mobil 1 Oil for many years. My car has manual transmission which spec for GL-4 oil. I would like to use Mobil product in it also. Do you have a product that fits this application?

API GL-4 is a minimum-quality specification for manual transmission and gear fluids. Many ExxonMobil products meet or exceed this specification. Oils appropriate for your particular application include:

Esso Gear Oil GL-4 75W-90
Mobilube 1 SHC 75W-90
Mobilube GX 140
Mobilube GX 80W-90
Mobilube S 80W-90
Mobilube XHP 75W-80
Mobilube XHP 75W-90

What is the difference between Mobilube SHC and Delvac 1 gear oils? Can I use either as an extended/life gear for Lincoln Town Cars (2004)?

Mobilube SHC 75W-90 and 80W-140 were the original names of the flagship gear oils we now call Mobil Delvac Synthetic Gear Oil 75W-90 and 80W-140. Both have numerous OEM and industry gear oil approvals (including SAE J2360). Because of the type of approvals obtained, these fluids have always been considered as products for usage in the United States.

While these gear oils are targeted at the commercial market (both heavy duty and light duty service), from a product chemistry perspective, we see no reason why they could not be used as extended/life gear oils for 2004 Lincoln Town Cars; however, we would highly recommend that all manufacturer requirements/guidelines for service-fill fluid be followed.