The molecular structure of synthetic lubes are specifically engineered for enhanced performance in extreme conditions eg temperature or pressure. Mineral or conventional lubes are composed of the molecules present in crude oil which are separated in the distillation process at a refinery. Check out the full Penrite range here.

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.

Oil additives are chemical compounds which enhance a lubricant's performance. For example, additives can prevent corrosion, assist with cooling or maintain viscosity when blended with a base oil. Penrite prides itself on using the best quality base oils and additives and we're always developing new formulations to help your car perform at its best.

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.

Your oil colour has no special significance. It can depend on the refining process and the types of base oils, additives and crude oil used. Sometimes a dye is added for product identification. Oil is likely to turn a darker colour during use because it contains suspension particles' contaminants caused by combustion and dust and dirt from the atmosphere. A good oil keeps these particles away from the engine's surface so they can be drained away when you change your oil. A poor quality lubricant often turns a much darker colour very quickly because it can't cope with the temperature and load applied to it. You may also notice a burnt odour.

The huge variation in quality and characteristics can make understanding lubricants confusing. Some are only suitable for particular engines, transmissions, differentials or other applications. Others can only be used in certain climate conditions. Even two oils created for the same engine and weather conditions can have very different levels of performance.To make it easier to compare apples with apples, industry bodies made up of component manufacturers and oil industry and government representatives have developed standard classifications and specifications for motor oils. Individual manufacturers also establish their own specifications to cover requirements that may be unique to their particular vehicle, engine, or application.

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. The benefit of using quality products such as Penrite is that they are most likely to hold their viscosity and their performance levels over a longer period than cheaper 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. These require very specific types of lubricants to protect them and the wrong fluid in a particular application could cause problems or component failure.

Zinc Dialkyl, Dithio Phosphate or just plain zinc whatever you call it, this is the anti-wear additive of choice used by lubricant manufacturers around the world. It's used for its ability to protect your engine when actual metal to metal contact occurs. With a good quality oil, this will rarely occur, but if it does, the zinc compound reacts with the metal to prevent wear. There have recently been concerns about lubricant blenders reducing the level of zinc in their oils. Check out the Penrite Technical Bulletin for the full story.

This might seem like a trick question, but the answer is actually yes. The w number tells you the viscosity of the oil at start up temperature. You should follow the manufacturer's recommendation for this number, at least for the warranty period. The second number describes the oil's viscosity at its operating temperature. While all oils thin out as they get hotter, the higher the second number the less the oil will thin out as temperature increases and the more protection it can provide. Ideally you should select the optimum range for the temperatures your vehicle will encounter.

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.

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.

In Penrite’s range of products, synthetic fortified oils contain up to 20% synthetic base oils in the blend. Semi-synthetic oils on the other hand, contain a minimum of 20% synthetic base oils in the product. Penrite’s range of synthetic performance products perform just like a full synthetic, though they are not full synthetic lubricants.

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. 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.

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 oil 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 Improvers (VII)

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.