While still a hydrocarbon, synthetic oils are made at petrochemical plants. Group III base oils are classified as synthetic but are made from crude oil. These oils are so heavily processed that they literslly rip the molecules apart and put them back togethere again, to form more effective lubricants. Mineral oils are refined crude oils - so it is not the black stiff that came straight from the ground and then goes into the engine. They go through a refinery to clean up (refine) the oil and remove impurities and any undesirable properties. From there, both the synthetic and mineral oils are blended with additives to enhance the performance of the end product.

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 lube 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.

A multigrade oil gives you the best of both worlds by maintaining its performance at high and low temperatures. Multigrades are defined by two numbers. The first (followed by a W) indicates the lubricant's viscosity at lower temperatures. The second indicates the lubricant's viscosity at higher temperatures. All liquids thin out as heat increases but a multigrade keeps viscosity at optimum levels within a certain temperature range. See the full Penrite multigrade range here.

Additives are chemicals which are added to base oil blends to provide the desired performance required of the oil. Most additives come in balanced packages which may include a blend of: - Detergents - Dispersants - Extreme Pressure Additives ( to carry load) - Friction Modifiers ( two types: engine and transmission oils) - Oxidation Inhibitors - Rust and Corrosion Inhibitors - Anti-Wear Agents - Foam Depressants/Air Release Agents And they may also include (but usually not): - Pour Point Depressants - Viscosity Index Improves (VII)

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.).

The information on the labels of a pack of oil provides specications (letters and numbers agreed by the industry) which the oil meets and a summary of the applications this product can be applied to. For detailed information on the properties of the oil please refer to the Product Information Sheet which can be found at: www.penriteoil.com - Products

Transmission and gear manufacturers are constantly evolving new products that perform more efficiently and economically. For example, some have particular frictional properties, wear or temperature resistance, chemical composition or seal compatibility. Transmission, both manual and automaric, require very specific types of lubricants to protect them. The wrong fluid in a particular application could cause problems or component failure.

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 ZDDP levels were lowered in oils to meet the latest specifications in some new vehicles, it caused worldwide panic, 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 oils in the Penrite range which have lower zinc levels ( Enviro+ range), please refer to Technical Bulletins 85,128,129,137 and 149.

Yes. At Penrite, we believe that having a higher viscosity at hot (second number in SAExW-y) will be of benefit to your engine. Why are Penrite's viscosities 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- metal contact. So, where the Owners' Handbook recommends a SAE 10W-30 oil, we will recommend a SAE 10W-40 grade oil to help you protect your engine. Penrite believe that having a slightly thicker oil viscosity at hot will provide better protect for the engine, as there will be a slightly thicker oil film between the engine components. As such, our products are designed for Australian conditions.

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

DPF stands for Diesel Particulate Filter. This is a filter in the exhaust line of many new diesel vehicles, particularly light passenger vehicles like four wheel drives. The filter traps tiny particles in the exhaust gasses resulting in cleaner exhaust emissions. These DPFs self clean at regular intervals, but if the wrong engine oil is used, the filter will remain blocked and the vehicle will eventually stop. Check out Penrite's Enviro range which is specifically designed for vehicles with DPFs. May also be called a CPF (Catalysed Particulate Filter) by some OEMs.

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 than as long as the oil meets API CF or higher specifications than 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.

DEFINITION OF BASE OILS ACCORDING TO PENRITE Premium Mineral Product is made with highly refined Group 1 or pure hydrocracked Group 2 Base oil. Semi Synthetic Product is made with a minimum of 20% Synthetic Base Oils. Full Synthetic Product is made from high quality synthetic Base Oils. Premium Full Synthetic Product is made from high quality synthetic base oils including man made PAO and/or Esters.

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.

No. The Enviro+ range is only for “Environmentally Friendly” vehicles, which specify use of a low SAPS (Sulphated Ash, Phosphorus and Sulphur) oil (i.e. ACEA C1, C2, C3, C4 and/or OEM specifications). They are required for light duty diesel engines with an exhaust DPF (diesel particulate filter). If an engine specifies only ACEA B3/B4, or API then the appropriate HPR diesel oil should be used. These oils are low in phosphorus and hence zinc (which is a good anti-wear agent). Use of low SAPS oils in engines which do not require them may cause premature wear.

The Enviro+ range are oils which 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, which is a catalyst poison). 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. Newer engines that need 5W-30/0W-30 (maybe 5W-40) can use Enviro Plus 0W-40 as it is now A3/B4-08. However, vehicles which have the diesel/catalysed particulate filters (DPF) in the exhaust 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 costly enterprise.   So unless the Owners’ Handbook specifically state an ACEA C1, C2, C3, C4 or API SM and higher, the Enviro+ range should not be considered for the engine.

OEMs usually make allowances in engine design to handle these oils. While these oils are low in zinc, they use other types of anti-wear systems. Oils with high ash content provide better anti-wear protection, but will prematurely block the diesel/catalysed particulate filed, DPF, (which is an expensive enterprise to replace/manually regenerate).

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.

Multigrade oils must meet both a “W” low temperature (Cold Cranking) viscosity requirement and a 100°C “operating temperature” requirement. 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).

This is because a slightly higher viscosity = slightly thicker oil film between the engine components. Hence, better protection for the engine, as there will be less metal-metal contact. So, where the Owners’ Handbook recommends a SAE 10W-30 oil, we will recommend a SAE 10W-40 grade oil to help you protect your engine. Penrite believe that having a slightly thicker oil viscosity at hot will provide better protect for the engine, as there will be a slightly thicker oil film between the engine components. As such, our products are designed for Australian conditions.

The cause of fuel economy is affected by many factors, not just oil viscosity (e.g. type of driving conditions). Slightly thicker oil may reduce fuel economy due to increased drag, but the effect may be too minuscule to be noticed once all the other effects are taken into consideration.

The answer lies in the quality of the base oils and additives used in each particular formulation. Manufacturers can choose to make a product that meets basic specifications or one that exceeds them. Generally speaking, full synthetic oils will be more pricey than mineral oils as the base oils and additive packages will be pricier. Penrite’s full synthetic SIN range will naturally be more expensive to blend and sell than our high performance HPR range.

No, we do not have a specific range dedicated to motorcycles outside of HD Oil and Enduro.

Transmission and gear manufacturers are constantly evolving new products that perform more efficiently and economically. For example, some have particular frictional properties, wear or temperature resistance, chemical composition or seal compatibility. Transmissions, both manual and automatic, require very specific types of lubricants to protect them. The wrong fluid in a particular application could cause problems or component failure.

SIN ATF can be changed at up to 160,000km intervals (as required by GM). However, we recommend that the ATF fluid is changed at often as the Handbook states it needs to be changed. Change in oil colour is not always a good indication as for example, they may be different reds to begin with. Remember, more frequent changes can only be of benefit to your vehicle life.

As a full synthetic automatic transmission fluid, SIN ATF can be used in extended drain interval applications. However, we recommend that the automatic transmission fluid is changed at often as the Handbook requires. Going to a synthetic oil will extend transmission life – the oil will degrade less over time and therefore keep the mechanical components cleaner. Intervals should only be extended in conjunction with used oil tests or if the Owners’ Handbook allows.

Audi uses a special type of CVT system known as the Luk Chain Type CVT. This is marketed as a “multitronic”! The Luk Chain Type CVT requires very different oil characteristics to that of the Van Doorne push belt CVT system used by other OEMs. Hence the Audi CVTs need a special type of oil. The new Subaru CVT uses a similar system. Which is why Penrite do not make a recommendation for these CVT’s either.

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

Organic Acid Technology (OAT) coolants are generally orange (e.g. Holden’s) or purple for automotive vehicles. Currently Penrite does not have a full OAT coolant, but may introduce one in the foreseeable future. Blue coolants have been used in the past, but were not used in any specific technology. It may still be marketed by competitors/OEMs.

No and we never have. Recycled base oils are usually filtered oils that are used with no treatment. There are companies in Australia that actually re-refine used oil and the end product is comparable to “virgin” base stocks. Overseas they can actually make group 2 quality base oils by re-refining product.

In Australia ambient temperatures, a 30 will always seem thicker than a 15W-40. That is because the 15W-40 is designed to have better flow at lower temperatures. If you could "feel" them both at 100 C, the 15W-40 has much more body.

Some of our products do have friction modifiers in them. Our HPR Gas and Diesel range are the primary products we recommend for motorcycles as they do not contain friction modifiers, so are suitable for wet and dry clutches.

No it does not.

Differential and gear oils are interchangeable, as both actually have gear sets. The term "gear oils" usually refer to the manual transmission, not the automatic. These oils tend to be API GL-4, but some do require a GL-5, whereas with differential oils, the reverse is the case- Mild EP Gear Oil is the exception.

Over time, the gaps in our recommendations will be filled. The online recommendations on our website are updated quarterly.

Hydrocracked base oils are generally referred to as Group 2 base oils and yes Penrite uses them in most of our products.