5W-30 vs. 0W-20 / 0W-16 vs. 0W-8
Are 0W-8, 0W-16 and 0W-20 oils a threat to your engine? The debate between manufacturers, workshops and drivers over ultra-thin viscosities and engine protection r
English · Original discussion in Spanish · Published
Ultra-thin oils 0W-8, 0W-16, 0W-20: fuel savings or a recipe for wear?
The trend of manufacturers recommending ever thinner oils is nothing new, but it has reached unexpected extremes. Toyota and Lexus already specify 0W-16 and even 0W-8 for their hybrids, while workshops remain deeply divided: some trinc the manual to the letter, while others skip the specification and use the classic 5W-30.
The headlong rush of homologations
Anti-pollution regulations force emissions to be cut, and a cheap way to do it is to use low-viscosity oils that reduce internal friction. The result: fuel savings of up to 2% in the WLTP cycle. But that benefit comes at the cost of a thinner lubricant film, raising doubts about long-term engine protection. While some claim that modern engines have tight tolerances that make thin oil sufficient, others suspect a strategy of planned obsolescence.
The gap between the manual and the workshop
It is not unusual for official dealerships to fill up with 5W-30 when the manual calls for 0W-20, on the grounds of "not experimenting". This reflects a distrust of official recommendations. Some drivers choose to go one viscosity grade higher (from 0W-20 to 0W-30) in search of better hot protection, even if it costs a bit of fuel economy. Others stick to what the manufacturer says and change the oil more frequently, even at half the recommended interval, to compensate for possible shortcomings.
Quality and frequency: the two forgotten pillars
Beyond the SAE grade, a consensus is emerging: the quality of the synthetic base stock and the additive package matter as much as or more than viscosity. A low-quality oil, even if it meets the specification, will not protect like one with a PAO or ester base. And change frequency is crucial: someone changing every 7,000 km has more margin than someone waiting for the 40,000 km stated in the manual. In fact, some claim that DPF problems are reduced with more frequent changes.
The dilemma between trinc factory specifications to the letter or applying one's own criteria based on experience and common sense remains open. As the market moves towards ever lower viscosities, the question many are asking is whether these innovations really benefit the engine or only the homologation figures.
Related debates in the forum
The trend of manufacturers recommending ever thinner oils is nothing new, but it has reached unexpected extremes. Toyota and Lexus already specify 0W-16 and even 0W-8 for their hybrids, while workshops remain deeply divided: some trinc the manual to the letter, while others skip the specification and use the classic 5W-30.
The headlong rush of homologations
Anti-pollution regulations force emissions to be cut, and a cheap way to do it is to use low-viscosity oils that reduce internal friction. The result: fuel savings of up to 2% in the WLTP cycle. But that benefit comes at the cost of a thinner lubricant film, raising doubts about long-term engine protection. While some claim that modern engines have tight tolerances that make thin oil sufficient, others suspect a strategy of planned obsolescence.
The gap between the manual and the workshop
It is not unusual for official dealerships to fill up with 5W-30 when the manual calls for 0W-20, on the grounds of "not experimenting". This reflects a distrust of official recommendations. Some drivers choose to go one viscosity grade higher (from 0W-20 to 0W-30) in search of better hot protection, even if it costs a bit of fuel economy. Others stick to what the manufacturer says and change the oil more frequently, even at half the recommended interval, to compensate for possible shortcomings.
Quality and frequency: the two forgotten pillars
Beyond the SAE grade, a consensus is emerging: the quality of the synthetic base stock and the additive package matter as much as or more than viscosity. A low-quality oil, even if it meets the specification, will not protect like one with a PAO or ester base. And change frequency is crucial: someone changing every 7,000 km has more margin than someone waiting for the 40,000 km stated in the manual. In fact, some claim that DPF problems are reduced with more frequent changes.
The dilemma between trinc factory specifications to the letter or applying one's own criteria based on experience and common sense remains open. As the market moves towards ever lower viscosities, the question many are asking is whether these innovations really benefit the engine or only the homologation figures.
Related debates in the forum
- I'm fat, I weigh 90kg, and I'm going to start going to the gym 3 days a week at 6am · 223 replies
- Those of you studying for civil service exams, do you use the rounds system or the carry-over system? · 18 replies
- The whole thing about girls tattooing above their knees... · 16 replies
- cleaning coins · 23 replies
Also available in: Deutsch
Summary of a discussion on Burbuja.info - Foro de economía, actualidad y política., translated from Spanish and reviewed before publication. Read the full discussion (23 replies).
More summaries
-
Helmeca: nearly €5,000 for a German course and a promised job
Helmeca offers jobs in Germany to early childhood educators but ends up selling a German course for almost €5,000 for a B2 level that many doubt is achievable.
-
The Bill Puertas and Gugel garage: myth or elite story
The founding garage myth of Bill Puertas and Gugel is under scrutiny: some argue there were connections, contracts and structural advantages behind it.
-
Home insurance: Mapfre, La Caixa or Verti, the dilemma
Home insurance in Spain: Mapfre, La Caixa or Verti. The key lies in the replacement guarantee and liability cover, not the premium. A comparison of coverages and…
-
Home reverse osmosis: from €100 to €400 depending on the user
Users on a forum debate home reverse osmosis prices, from 100 to 400 euros, and the wastewater, which one participant puts at up to 8 liters per liter.
-
Physical decline doesn't hit at 40: most place it after 50
Testimonials agree: the physical and mental decline arrives after 50, not at 40. Age 70 marks the second step. Genetics and stress decide the rest.
-
Control vs Durex: the real width hidden inside the wrapper
Control condoms measure 53-54 mm in nominal width, while Durex sits at 54-56 mm. The EN ISO 4074 standard is the same for all, but feel and lubrication can be deceiving.