Comparison by ATO24 of various 0W-30 motor oils

wemay

Site Donor 2023
Joined
Apr 4, 2012
Messages
17,195
Location
Kendall, FL
Some graphs may be a difficult read as posted. If so, and for a more thorough read, i attached the actual article link below.


1600275151701.png

1600275208779.png

1600275251543.png

1600275298125.png


Every engine oil and therefore also 0W-30 engine oil has different strengths and weaknesses. If, therefore, a comparison is made on the basis of specific properties, this is much more meaningful.

To enable such comparisons, we have had nine different 0W-30 engine oils tested by an accredited laboratory in Germany. The following points were analysed:

▶ Viscosity at 40 degrees

▶ Viscosity at 100 degrees

▶ Viscosity Index

▶ HTHS

▶ TBN

▶ Pour Point

▶ Sulphate Ash

▶ NOACK

▶ Flash Point

▶ CCS -35 degrees

▶ MRC -40 degrees



1600276012944.png

1600276047847.png

1600276091182.png

1600276153541.png

1600276220290.png

1600276255669.png
 
Last edited:
Continued:

1600276351055.png

1600276382907.png

1600276423036.png

1600276464836.png

1600276491554.png




What they say in relation to HTHS:
The High Temperature High Shear (HTHS) describes the dynamic viscosity at 150°C and under the influence of high shear forces. Viscosity at high temperature and high shear rate (high speed range). Such conditions occur where mechanical components are subject to particularly rapid movements (e.g. crankshaft, cylinder track, etc.).

The HTHS value is shown in millipascal seconds (mPas). A higher value indicates a thicker oil film at high temperatures. This oil film would break later under these extreme conditions than those with a lower HTHS value. A higher value would therefore protect the engine more against wear, as the oil film remains permanent and guarantees lubrication. However, a lower HTHS value has the advantage that fuel savings can be achieved due to the lower internal friction and fewer exhaust gases.

HTHS limit values have also been defined in accordance with SAE and ACEA standards and several automotive manufacturers. They are intended to ensure that multigrade oils (e.g. 0W-30, 5W-30, etc.) with VI improvers (see „viscosity index“) guarantee the necessary lubrication despite extreme temperatures and shear rates.

Such limit values are structured as follows:

ACEA A5, B5: 2,9-3,5 mPas (low HTHS)

ACEA C2: ≥ 2.9 mPas (medium HTHS)

ACEA A3, B3: 3.5 mPas (high HTHS)

Vehicle manufacturers like VW, Opel, BMW, Mercedes Benz and Ford require a high or low HTHS value for their engines, depending on the engine type and oil approval. The HTHS value that an engine oil must have for its own vehicle is specified directly by the car manufacturer in the service manual. If an engine oil with the specification ACEA C2 is prescribed, no oil with an ACEA A5 / B5 specification should be selected, just because it has a lower HTHS value. After all, every engine needs a certain HTHS value for its optimum performance.

For this reason, the HTHS values between the oils can only be compared if they have the same specification(s). As mentioned above, an ACEA A5/B5 engine oil would always have a lower HTHS value than an ACEA A3/B3 engine oil.

In summary, it cannot be said whether a high or low HTHS value is better. This answer can only be given if, for example, the specified HTHS limit values (by standards such as ACEA, API, etc.) and the temperatures and shear forces occurring are taken into account.

In simple terms, if a car drives more short distances in urban traffic, lower temperatures and shear forces occur, a lower HTHS value would be advantageous.A fast driven car during long distances would, on the other hand, benefit from a higher HTHS value.

In short: A comparison of these measured values can only be made if the engine oils have the same specifications or approvals and are therefore subject to the same tolerance intervals.

A higher HTHS value has a positive effect on engine protection at high temperatures and high shear forces (advantageous for driving at higher speed range and long distances). A lower HTHS value has a positive effect on fuel consumption and exhaust emissions at lower temperatures and shear forces.
 
Last edited:
So, just basically a comparison of specs. They all look good 🤷‍♂️
Seems that some of them likely are majority, or have a significant amount of PAO in them. Fuchs is obviously Group III. Pretty impressed by the Noack of the Ravenol.
 
They're all pretty impressive. One could argue that Fuchs Noack would push it to the bottom here since these oils have a large turbo market.
 
"Test" is not quite standardized.
While it says all oils are C2, actually SHell Helix (which I think it is same as Pennzoil Platinum LX) and Mobil1 are ACEA C3 above all. They are made for HTHS 3.5 and above requirements, it is just that they also meet C2 fuel requirements. Of all oils, considering how thick are M1 and Shell, and that they meet C2, they are IMO most impressive.
 
"Test" is not quite standardized.
While it says all oils are C2, actually SHell Helix (which I think it is same as Pennzoil Platinum LX) and Mobil1 are ACEA C3 above all. They are made for HTHS 3.5 and above requirements, it is just that they also meet C2 fuel requirements. Of all oils, considering how thick are M1 and Shell, and that they meet C2, they are IMO most impressive.

Good catch!
 
"Test" is not quite standardized.
While it says all oils are C2, actually SHell Helix (which I think it is same as Pennzoil Platinum LX) and Mobil1 are ACEA C3 above all. They are made for HTHS 3.5 and above requirements, it is just that they also meet C2 fuel requirements. Of all oils, considering how thick are M1 and Shell, and that they meet C2, they are IMO most impressive.

@edyvw
They go into further discussion of HTHS under the diagram...

1600372925102.png


QUOTE:

"The High Temperature High Shear (HTHS) describes the dynamic viscosity at 150°C and under the influence of high shear forces. Viscosity at high temperature and high shear rate (high speed range). Such conditions occur where mechanical components are subject to particularly rapid movements (e.g. crankshaft, cylinder track, etc.).

The HTHS value is shown in millipascal seconds (mPas). A higher value indicates a thicker oil film at high temperatures. This oil film would break later under these extreme conditions than those with a lower HTHS value. A higher value would therefore protect the engine more against wear, as the oil film remains permanent and guarantees lubrication. However, a lower HTHS value has the advantage that fuel savings can be achieved due to the lower internal friction and fewer exhaust gases.

HTHS limit values have also been defined in accordance with SAE and ACEA standards and several automotive manufacturers. They are intended to ensure that multigrade oils (e.g. 0W-30, 5W-30, etc.) with VI improvers (see „viscosity index“) guarantee the necessary lubrication despite extreme temperatures and shear rates.

Such limit values are structured as follows:

ACEA A5, B5: 2,9-3,5 mPas (low HTHS)

ACEA C2: ≥ 2.9 mPas (medium HTHS)

ACEA A3, B3: 3.5 mPas (high HTHS)

Vehicle manufacturers like VW, Opel, BMW, Mercedes Benz and Ford require a high or low HTHS value for their engines, depending on the engine type and oil approval. The HTHS value that an engine oil must have for its own vehicle is specified directly by the car manufacturer in the service manual. If an engine oil with the specification ACEA C2 is prescribed, no oil with an ACEA A5 / B5 specification should be selected, just because it has a lower HTHS value. After all, every engine needs a certain HTHS value for its optimum performance.

For this reason, the HTHS values between the oils can only be compared if they have the same specification(s). As mentioned above, an ACEA A5/B5 engine oil would always have a lower HTHS value than an ACEA A3/B3 engine oil.

In summary, it cannot be said whether a high or low HTHS value is better. This answer can only be given if, for example, the specified HTHS limit values (by standards such as ACEA, API, etc.) and the temperatures and shear forces occurring are taken into account.

In simple terms, if a car drives more short distances in urban traffic, lower temperatures and shear forces occur, a lower HTHS value would be advantageous.A fast driven car during long distances would, on the other hand, benefit from a higher HTHS value.

In short: A comparison of these measured values can only be made if the engine oils have the same specifications or approvals and are therefore subject to the same tolerance intervals.

A higher HTHS value has a positive effect on engine protection at high temperatures and high shear forces (advantageous for driving at higher speed range and long distances). A lower HTHS value has a positive effect on fuel consumption and exhaust emissions at lower temperatures and shear forces."
 
I do like the fact that this test appears to verify the performance of Ravenol relative to their published specs, which I know we had one user who was adamant that they were wrong, that there were blending issues because of the Russian oil testing, for which the date code on the product, let alone the authenticity of which were questionable.
 
@Jimmy_Russells, here's the most current PDS for Pennzoil Platinum Euro LX 0W-30. I'm actually liking this oil a tad more than the Mobil1 ESP in use right now. Only because it's a little bit less viscous at 40cst. 58.7 vs 63. At 100cst it's a wash 11.9 vs 12.

Based on the numbers and the Lubrizol tool, i consider these 0W-30 oils to be the most well-rounded on the market.

1600387270780.png

1600387536285.png

1600387569092.png

1600387895011.png
 
If you compare the Shell and Pennzoil specs they are identical.

In the viscosity index graph in the OP they have it as the lowest viscosity index in the test. It is either the highest or second highest depending on the actual BMW number.

Edit - They also have the viscosity at 40C completely wrong too.
 
@edyvw
They go into further discussion of HTHS under the diagram...

View attachment 29536

QUOTE:

"The High Temperature High Shear (HTHS) describes the dynamic viscosity at 150°C and under the influence of high shear forces. Viscosity at high temperature and high shear rate (high speed range). Such conditions occur where mechanical components are subject to particularly rapid movements (e.g. crankshaft, cylinder track, etc.).

The HTHS value is shown in millipascal seconds (mPas). A higher value indicates a thicker oil film at high temperatures. This oil film would break later under these extreme conditions than those with a lower HTHS value. A higher value would therefore protect the engine more against wear, as the oil film remains permanent and guarantees lubrication. However, a lower HTHS value has the advantage that fuel savings can be achieved due to the lower internal friction and fewer exhaust gases.

HTHS limit values have also been defined in accordance with SAE and ACEA standards and several automotive manufacturers. They are intended to ensure that multigrade oils (e.g. 0W-30, 5W-30, etc.) with VI improvers (see „viscosity index“) guarantee the necessary lubrication despite extreme temperatures and shear rates.

Such limit values are structured as follows:

ACEA A5, B5: 2,9-3,5 mPas (low HTHS)

ACEA C2: ≥ 2.9 mPas (medium HTHS)

ACEA A3, B3: 3.5 mPas (high HTHS)

Vehicle manufacturers like VW, Opel, BMW, Mercedes Benz and Ford require a high or low HTHS value for their engines, depending on the engine type and oil approval. The HTHS value that an engine oil must have for its own vehicle is specified directly by the car manufacturer in the service manual. If an engine oil with the specification ACEA C2 is prescribed, no oil with an ACEA A5 / B5 specification should be selected, just because it has a lower HTHS value. After all, every engine needs a certain HTHS value for its optimum performance.

For this reason, the HTHS values between the oils can only be compared if they have the same specification(s). As mentioned above, an ACEA A5/B5 engine oil would always have a lower HTHS value than an ACEA A3/B3 engine oil.

In summary, it cannot be said whether a high or low HTHS value is better. This answer can only be given if, for example, the specified HTHS limit values (by standards such as ACEA, API, etc.) and the temperatures and shear forces occurring are taken into account.

In simple terms, if a car drives more short distances in urban traffic, lower temperatures and shear forces occur, a lower HTHS value would be advantageous.A fast driven car during long distances would, on the other hand, benefit from a higher HTHS value.

In short: A comparison of these measured values can only be made if the engine oils have the same specifications or approvals and are therefore subject to the same tolerance intervals.

A higher HTHS value has a positive effect on engine protection at high temperatures and high shear forces (advantageous for driving at higher speed range and long distances). A lower HTHS value has a positive effect on fuel consumption and exhaust emissions at lower temperatures and shear forces."
I know what HTHS is and what it means.
I also know Mobil1 is for a long time ACEA C3 and C2 as well as Shell 0W30.
And for turbo engine, yes it can be said, that higher HTHS is better, but not too high. 3.5 to 4.0 is just about right for these engines.
 
Last edited:
Being on here a while now, I pretty much know who gets hths and you're a big proponent. 👍

I was just sharing that portion of the article not knowing if it was read or seen by folks who hadn't opened the link since they do slightly elude to different approvals requiring different hths.
 
Have been exclusively running PP Euro LX in the Giulia since I bought it, but that Ravenol has caught my eye and will probably give it a shot after warranty.
 
Back
Top