Each of these oils are made with different base oils. MINERAL oils are made with highly refined Group 1 or pure hydrocracked Group 2 Base oil. SEMI SYNTHETIC oils are made with a minimum of 20% Synthetic Base Oils. FULL SYNTHETIC oils are made from high quality synthetic Base Oils. PREMIUM FULL SYNTHETIC oils are made from high quality synthetic base oils including man made PAO and/or Esters.

High oil consumption could have a number of causes. The most common tend to be: using too low a viscosity for the application, viscosity breakdown, using a low quality oil grade, damaged rings or seals or simply normal engine wear over extended periods. For expert advice on solving this problem, call the Penrite Technical Hotline on 1800 110 080.

Sometimes a dye is added for product identification (e.g. DEXRON-III and DEXRON-VI will always be red as it is part of GM's requirements). Base oils and additives have natural variations in colours (i.e. browns to pale golds) but have no bearing on the performance of the oil. Used oil is usually darker than fresh oil due to various causes (e.g. soot, age, oxidation, contamination, etc.).

Zinc Dialkyl DithioPhosphate, also referred to as ZDDP or the "zinc" in an oil, is a chemical compound which is a very effective anti-wear agent. For this reason, when zinc levels were lowered in oils to meet the latest specifications in some new vehicles, it caused some concern, as older vehicles manufactured pre-2006 needed the high levels of zinc (especially preferred and required by pre-1970s vehicle owners). For futher details on ZDDP and levels of zinc in Penrite engine oils, please refer to Technical Bulletins 169 and 185.

Yes. At Penrite, we believe that having a higher viscosity at hot (second number in SAExW-y) will be of benefit to your engine, particularly under tough Australian climate conditions. Penrite's viscosities often have the "Extra 10"; this is because a slighty higher viscosity = slightly thicker oil film between the engine components. Hence, better protection for the engine, as there will be less metal on metal contact.

Similar to API, ACEA and JASO classifications for lubricants, DOT (Department of Transport) is a classification for accepted standards of quality of brake fluid.

DPF stands for Diesel Particulate Filter (sometimes called CPF - Catalysed Particulate Filter). These are filters in the exhaust line of many post-2006 diesel vehicles which trap tiny particles in the exhaust gases resulting in cleaner exhaust emissions. Most vehicles with a DPF need a low SAPS oil to prevent premature blockage of the DPF. Replacement/manual regeneration of the prematurely blocked DPF has been known to be a very costly enterprise, so the correct engine oil must be used at all times.

Petrol engine oils can only be used in diesel engines if the oil meets the minimum requirements specified by the Handbook. For example, if the Handbook requires API CE or CF then as long as the oil meets API CF or higher specifications then there is no issue. It will be better though for the engine if diesel oil is used. Note: If the Handbook requires an API CJ-4, an oil meeting API CI-4 will not be suitable.

When it comes to topping up, it is ideal to top up with what is already in the compartment (i.e. it is best to top up with HPR 30, if HPR 30 is already in the engine). So while you can do it, you do not get the full benefits of either product.

No it isn’t. It may take a couple of oil changes for the engine to settle down with the new engine oil (which is sometimes the case going from brand-to-brand or grade-to-grade), but after that, there shouldn’t be any problems.

Over time, the oil will deteriorate and become less efficient at providing good lubrication. Two main reasons are:  1. To remove contaminants that degrade the oil Moisture (condensation) Un-burnt fuel (ie fuel dilution) Soot (by product of combustion, especially in diesels) Oxidation and Nitration By-products 2. To refresh the oil Additives in the oil deteriorate over time. Detergents (that help keep the engine clean and neautrlaise acidic by-products), dispersants (that hold contaminants in the oil) deplete over time and even the anti-wear additives need to be replaced.

Enviro+ oils are low in SAPS (Sulphated Ash, Phosphorus and Sulphur), which in turn is low in zinc (zinc is a part of the same compound as phosphorus). Zinc is a very effective anti-wear agent and if it is reduced, may cause premature wear in the engine, especially if they use flat tappet cams. So, an Enviro Plus oil should not be used unless it is recommended for the application.

The “W” literally stands for Winter grade. In order for an oil to be classified a W grade, it must not exceed specific cold crank viscosity and pumpability tests at specific temperatures (e.g. to be classified as a 0W oil, must not exceed 6200cP at -35°C. Viscosity basically means the thickness of a liquid and how easily it flows. For example, water has a low viscosity compared with, say olive oil. A good quality lubricant maintains its viscosity under different temperature and usage conditions for a longer period of time. Choosing the right viscosity motor oil depends on the conditions your vehicle operates in, but a general rule is that the viscosity should be low enough to ensure that oil can flow to where it's needed, but heavy enough to lubricate and protect parts from heat and wear.

Multigrade oils must meet both a “W” low temperature (Cold Cranking) viscosity requirement and a 100°C “operating temperature” requirement. A multigrade oil gives you the best of both worlds by maintaining its performance at high and low temperatures. All liquids thin out as heat increases but a multigrade keeps viscosity at optimum levels within a certain temperature range. Monograde oils do not have a low temperature requirement. Therefore, as the temperature decreases, they thicken considerably faster than equivalent multigrade oils, hence they are less efficient (e.g. SAE 30 and SAE 10W-30). This is what the viscosities on the label denote (e.g. 10W-50).