oil for a diesel engine

oil and weight for a 13hp. ford engine, live in south texas, hot most of the year. thanks

The Super Tech 15w40 diesel oil sold at every Walmart is fine. The Shell Rotella T 5w40 synthetic if you're feeling spendy.

I use Rotella T 15w40.

using synthitc oil is not a good idea, the whole idea of a synthitc oil is to extend the oil change, On a diesel engine the "soot" (the diesel fumes that pass the rings and valve guides)contaminate the oil leaving you with a poor quality of oil in your engine. In Texas 15w40 is a good choice. and changing when recomended.

That's why Amsoil syn. Marine oil 15w-40 has the TBN of 12. It will suspend all that nasty stuff to keep it from harming the engine. Been running 300 hour changes for years now. On any diesel engine oil do some research and find the TBN number. The higher the number the better and never seen any over 12. There may be a brand out there that I haven't seen too.

The whole idea of a synthetic oil is to lubricate the engine. Shell Rotella T 5w40 synthetic is formulated specifically for diesel engines, holds soot in suspension better than most, has a broader temperature range, and provides faster starts in all conditions. If you want to extend the oil change interval, you can easily get away with it, but that's not the primary goal.

1. Mobil One 5W40 Diesel Syn
2. Shell Rotella 5W40 Diesel Syn
3. Shell Rotella 15W40 Diesel oil
4. Mobil Delvac 1300 15W40 Diesel oil

Small engine like that, change at no more than 100 hours, I change my small diesel at 50 hours. Tom in Texas

Oil choices can be confusing. The reality is - many diesel engine companies recommend straight 30W diesel-rated oil IF it's always warm where the machine is. Thinner or multi-viscosity oils can slightly increase fuel efficiency along with a sacrifice of a little less lube protection.

Ford recently did a study that shows their recomended thin engine oil (e.g. 5W-30) can cut engine life in half. But, it's not regarded as a problem since even at half-life, the engines often outlive the vehicles they are in.

Multi-viscosity petroleum-based diesel oils have always had the problem of plugging up top piston-rings and grooves. That is because these oils use polymers that leave residue.

Synthetic oils don't use polymers and therefore don't create the plugging/fouling problem. In addition, they have a broader temperature range.

In addition to all this, many new-forumula oils since 2007 do NOT have the proper wear-protection for older diesel engines. One brand is the newest Shell Rotella T 15W-40 "triple protection" oil. The "triple protection" means it does NOT have the protection is did before 2007. It does NOT have the preferred additives ZDDP (Zinc Dialkyl Dithiophosphates) required for flat camshaft tappets for engine valves and for in-line injection pumps. The old formula Shell Rotella T still has it - but it's hard to find since almost nobody stocks it in the U.S.

i'm with dlplost- I like the 15-40 Rotella

What is TBN? What does it do?

"The old formula Shell Rotella T still has it - but it's hard to find since almost nobody stocks it in the U.S."

I get mine from "Wally world" just down the street.

In my Chev truck, 03 with the Iszu diesel package( duramax), recently shifted over to shell syn 5w-40, at 30,000 miles should I have done this , along with my two diesel tractors a 555 Massey Harris & a 1972 1080 massey diesel still use the 15-40 shell product, will most likly stay on this, but bigger question about syn oil from mobile called shc 120 is it safe to use in older engines I mentioned, have 6 , 5 gal pails of it

Hey, if you want to buy cheap like me try plain old 30 weight diesel from TSC. I've used it in my old case for years and never had a problem. But I don't use the tractor in the winter.

Hi Jack,

I don't think there's a problem one with any of the major diesel rated oil suppliers.

I personally like Delo 400, 15w40, as I use one oil for all my diesels. There oil held upto 400hrs without any type of degrading with OEM filters.

I can buy OEM oil filters for about 20% more than the cheap brands so it's a no brainer for me.

T_Bone

Can one buy ZDDP and add it to the oil?

There should be a tag on the engine (valve cover?) from the manufacture. My 22hp "orange" tractor takes 10W30, but you could also find out from a Ford tractor dealer.

My local Walmart no longer has any of the original formula Rotella T and they told me they no longer order it in. It only has the new formula with the "Triple Protection" badge on it. If you got some old stuff, that's probably only because it's old stock.

Yes, but why bother? There's still plenty of diesel rated oil around with the additives - but not for automotive use. Tractor Supply oil still has the correct addtives (not their Rotella though).

The additives were removed in the USA only - because of 2007 and newer diesel emmission systems. Diesel oil rated for HD off-road and ag use is still fine. And, as I said before - Shell Rotella still makes old version but it's hard to find in the USA. Overseas - it's still the biggest seller.

Since a few have asked - here are some segments from articles that relate to modern diesel oils being used in older engines. (I didn't write them).

Zinc Dialkyl Dithiophosphates
widely used as an anti-wear agent in motor oils to protect heavily loaded parts, particularly the
valve train mechanisms (such as the camshaft and cam followers) from excessive wear. It is also
used as an anti-wear agent in hydraulic fluids and certain other products. ZDDP is also an
effective oxidation inhibitor. Oils containing ZDDP should not be used in engines that employ
silver alloy bearings. All car manufacturers now recommend the use of dialkyl ZDDP in motor
oils for passenger car service.

Many camshaft manufacturers recommend the use of diesel oils, many name the older formula
Shell Rotella T (CI-4 formulation) as their preferred engine oil, along with some form of Zn and
P additive, such as GM EOS. The only mention I have seen as to a reason not to use a diesel oil
would be the lack of friction modifiers in diesel oils vs car oils or the fact that they may contain
more of the Aryl ZDP rather than the Alkyl ZDP, but on the other side of the fence, usually
friction modifiers are typically only used in very low viscosity motor oils that don't have the
levels of Zn and P we are looking for.
Although difficult to find, some manufacturers are continuing to produce their CI-4 oils, some of
which can be found at your local auto parts stores. Check the label. If it says CI-4 or CI-4+
alone with no mention of a CJ-4, it's probably has the needed antiwear additives needed for
most older engines, gas and diesel.


Zinc Dialkyl Dithiophosphates
widely used as an anti-wear agent in motor oils to protect heavily loaded parts, particularly the
valve train mechanisms (such as the camshaft and cam followers) from excessive wear. It is also
used as an anti-wear agent in hydraulic fluids and certain other products. ZDDP is also an
effective oxidation inhibitor. Oils containing ZDDP should not be used in engines that employ
silver alloy bearings. All car manufacturers before 2007 recommend the use of dialkyl ZDDP in
motor oils for passenger car service.

ZDDP was the most commonly used additive in engine oil for sixty years and is a
multi-functional additive which provides the wear protection in almost all engine oil formulations.
In very simple terms, ZDDP, when heated in the high temperatures of the engine, decomposes
to form an extremely thin layer of phosphorous glass over the engine surfaces (sometimes
referred to as "glassivation"). This new layer of glass is perpetually worn away and replenished,
protecting the metal surfaces from wearing away.

The problem for 2007 is that while ZDDP works to protect engines very nicely, it has other
performance features that have become "possibly" detrimental in modern automotive engines to
certain parts of the emissions and exhaust systems.

Oil companies have been cutting back on the use of Zn and P as anti-wear additives, and
turning to alternative zinc-free (ZF) additives and ash-less dispersants since Zn, P, and sulfated
ash have been found to be bad for catalytic converters (new low SAPS oils).
This reduction is a mandate issued by API, American Petroleum Institute, who is in charge of
developing standing standards for motor oils. The latest API SM standard for car oils calls for a
zinc and phosphorus content less than 0.08% to reduce sulfur, carbon monoxide, and
hydrocarbon emissions. As a result of this mandate, some motor oils now have as little as
0.05% zinc and phosphorus - including Shell Rotella T "Triple Protection" blend. Prior to the
new CJ-4 API standard for diesel oils, we found most
of the CI-4 15w40 and 5w40 oils to have excellent levels of Zn and P.
These new API guidelines do not need apply to “racing,” “severe duty,” or any motor oils that
do not carry an API “starburst” seal or clearly state for off-road-use only. Motor oils meeting
“Energy Conserving I or II” standards should be avoided as well as those with an API SM
classification, with it's lower Zn and P levels, which applies only to 0w20, 0w30, 5w20, 5w30,
and 10w30 "ILSAC" GF-4 grades. Although having been more sensitive to emissions and the
environment than American standards, we find the European ACEA A3 and B3/B4
classifications, which place a cap on P levels at 0.10-0.12%, to be better in taking into
consideration wear and engine longevity while limiting emissions and protecting emissions
control devices.
Although difficult to find, some manufacturers are continuing to produce their CI-4 oils, some of
which can be found at your local auto parts stores. Check the label. If it says CI-4 or CI-4+
alone with no mention of a CJ-4, it's probably good

APPLICATIONS
Chevron Delo 400 Multigrade SAE 15W-40 is a mixed fleet motor oil recommended for all naturally aspirated and turbocharged four-stroke diesel engines and fourstroke gasoline engines in which the API CI-4 PLUS grade and SAE 15W-40 viscosity grade are recommended.

It is formulated for engines operating under severe service and a wide range of climatic conditions.

Delo 400 Multigrade SAE 15W-40 is excellent for use in engines equipped with features like four-valve heads, supercharging, turbo charging, direct injection, shorter piston crowns, higher power density, intercooling, full electronic management of fuel and emissions systems, exhaust gas recirculation, and exhaust particulate traps.

It is formulated for superior performance with Ultra Low Sulfur Diesel but also both normal and low sulfur diesel fuels.

This product is recommended for use in older engines, as well as in today’s most modern low emission designs.

Chevron’s primary recommendation for two-stroke diesel engines is Chevron Delo® 100 Motor Oil SAE 40 or 50, specifically for the Detroit Diesel Series 149 engine.

Chevron Delo 400 Multigrade SAE 15W-40 can be used in powershift transmissions requiring a Caterpillar TO-2 fluid.

Chevron Delo 400 Multigrade SAE 15W-40 meets:
• API Service Categories CI-4 PLUS, CI-4, CH-4,
CG-4, CF-41, CF, CE1, CD1, SL, SJ, SH1, SG1
• ACEA European Service Categories E7, E2
• JASO Asian Service Categories DH-1
• Global Service Categories DHD-1
• major diesel engine manufacturers’requirements
Caterpillar J.I. Case
Cummins John Deere
DAF Komatsu
DaimlerChrysler Kubota
Detroit Diesel Mack
Deutz MAN
Fiat / Allis Mercedes
Ford Mitsubishi
GMC / GM MTU
Hino Navistar
International Nissan
Isuzu Renault
Iveco Scania
Volvo

• engine test performance requirements
— Caterpillar ECF-2, ECF-1a
— Cummins CES 20078, 20077, 20076, 20071
— DDC Power Guard 93K214
— Deutz DQC-III-05
— Engine Manufacturers Association (EMA)LRG-11
— Mack EO-N Premium Plus 03, EO-N Premium
Plus, EO-M PLUS, EO-M
— MAN 271, 3275
— Mercedes Benz MB-Approval 228.3
— MTU Categories 1 and 2
— Renault RLD
— Volvo VDS-3, VDS-2, VDS
— ZF TE-ML 04C

TYPICAL TEST DATA
Typical test data are average values only. Minor variations which do not affect product performance are to be expected in normal manufacturing.
1. Obsolete specification
SAE Grade 15W-40
Product Number 235101
MSDS Number 6711
API Gravity 28.6
Viscosity, Kinematic
cSt at 40°C---125
cSt at 100°C--15.1
Viscosity, Cold Crank, C/Poise -20/65
Viscosity Index 125
Flash Point, °C(°F) 238(460)
Pour Point, °C(°F) -31(-23)
Sulfated Ash, wt % 1.41
Base Number, ASTM D 2896 12.2
Phosphorus, wt % 0.136
Zinc, wt % 0.148

T_Bone
Chevron Delo Specs

What do you use in your diesel Jettas?

I was using Shell Rotella T 15W-40 until I ran out of the old-formula oil. I'm now using Tractor Supply "Traveller" 15W-40. It doesn't have the new CI-4 diesel rating for automotive emmissions - so I assume it still has the antiwear additives.

I still prefer Rotella simply because I've been using it for years - but nobody in my area stocks the old formula anymore. I can special order it - but that brings the price up.

The fact is - Shell does not post the amount of ZDDP in their tech-sheets for the new Rotella. So, I wonder why? Regulations require it to be below .08% and I've read that the new Rotella "Triple Protection" is at .05%.

Older engines need oil at over .1%. So, the new Shell Rotella T does not have it.

The Mobil website makes things much clearer - and plainly states that they no longer make a diesel-oil rated for older engines EXCEPT their synthetic. Their Mobil 1 Turbo-Diesel Truck oil has .11 % ZDDP. In the future, I might start using that oil.

Back to Rotella, the older formual Rotella T Mulitgrade has .12% ZDDP. The new Rotella T Triple Protection only has .05% - going by what is posted at other sources. Shell does not give the info.

Thanks, I've been using Rotella T synthetic 5-40, but after reading some of this I wondered if I should go to 15-40 in summer at least. May switch to Mobil 1 truck and diesel as well.

Can't go wrong with the straight weight low ash CF-2 and CF-4 oils made for two stroke detroit diesels. As long as they meet the SJ or what ever rating the engine specs require.

Hi JT. Sorry it took me so long to reply. Been busy. Hope this helps answer your question.

Total Base Number (TBN) is the measurement of a lubricant's reserve alkalinity, which aids in the control of acids formed during the combustion process. The higher a motor oil's TBN, the more effective it is in suspending wear-causing contaminants and reducing the corrosive effects of acids over an extended period of time.