PC-11 FAQs  

Fleet managers

It’s important to note that PC-11 doesn't affect every business in the same way. It’s possible that some fleets may only experience a small impact from PC-11.

An example of a fleet that may see a small impact from PC-11 is one that is operating older equipment and mixed engine types. In this scenario, the fleet may only need to transition from its CJ-4 engine oil to the CK-4 formulation. This also applies to off-highway equipment used in operations such as mining and construction, which are expected to use only the CK-4 formulation for the time being.

In comparison, a good option for fleets with a mix of older and newer equipment would be to stock both CK-4 and FA-4 formulations. CK-4 oils will be suitable for use in both older and newer equipment. But if a fleet is interested in enhancing the fuel economy of its newer engines, the FA-4 oils are recommended.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. While some OEMs may factory fill newer engines with FA-4 oils, they may not require fleet managers to fill with FA-4 oils. We anticipate that some owner-operators and fleets will want to be early adopters of both the advanced engine technology and high-performance FA-4 oils.

The industry has covered the technical implications of PC-11 extensively, but it’s important to really understand how the specification change affects fleets’ day-to-day maintenance and lubrication practices.

For example, fleets using CK-4 and FA-4 oils may need to implement two storage and dispensing systems and budget for the additional systems accordingly. Fleets may also need to prepare their tanks and engines before using PC-11 oils. Although the old oil can be mixed with a PC-11 oil (CJ-4 to CK-4 or CJ-4 to FA-4) for the initial transition, a hot oil drain must be performed to help minimize residual oil or “hang up” during the drain. Note: A best practice is to completely drain tanks before switching oils. However, if this is not possible, retaining up to 10 percent of the previous oil after the drain is acceptable.

To monitor both equipment and oil condition, ongoing used oil analysis should be performed based on the application and duty cycle of the vehicle. Initially, oil drain intervals may produce similar results. However, with the help of a lubricant expert, fleets can help maximize their oil drain interval using a data-driven approach, such as The ExxonMobil Optimized Oil Drain Interval (ODI) Process.

Overall, the engine oil category provides fleets with important performance and protection benefits, and offers the opportunity to help reduce fuel consumption.



PC-11 does not change the best practices that help drive fleets’ success. In fact, many of those success factors remain the same after PC-11 implementation. These include:

  • Recruiting the right drivers.
  • Embracing strict safety protocols for drivers on the road and in a maintenance shop.
  • A proactive maintenance approach, whether in-house or outsourced.
  • Using a data-driven approach to optimize oil drain intervals and vehicle performance.

As fleet managers implement PC-11, it is important for them to have a thorough understanding of the various engine requirements in their fleets, especially considering each engine’s unique operating conditions.

To help minimize the complications and potential cross-contamination that can occur with the use of multiple engine oils, fleet managers may opt to accelerate or delay the purchase of new trucks or consider standardizing engines across their fleets.

However, with the right maintenance program in place and support from an experienced lubricant supplier, fleet managers can utilize both PC-11 subcategories for different engines to get the most out of their trucks in terms of performance and potential fuel economy savings.

At ExxonMobil, we continue to help fleet managers analyze their fleets and determine which trucks can be switched to a lower viscosity oil.

The answer depends on the recommendations set out by your original equipment manufacturer and the type of equipment in your fleet. For example, a fleet operating older equipment and mixed engine types will likely only want to transition from its CJ-4 oils to the CK-4 formulation.

However, a fleet that operates a mix of older and newer equipment may choose to stock both CK-4 and FA-4 formulations. Although CK-4 oils will be suitable for use in both older and newer engines, a fleet looking to enhance their fuel economy may choose to use FA-4 oils in their newer engines.

We suggest fleets follow their original equipment manufacturer (OEM) lubricant recommendations. Also, it’s important to note that FA-4 oils may have limited backward compatibility. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

But if there was a desire to use only FA-4 oils, perhaps for the convenience of not stocking two engine oils, we recommend that the fleet work with its lubricant supplier and OEM partner. Doing so would help the fleet determine the precise warranty, viscosity grade and backward compatibility issues that are specific to the OEM recommendations.



We recommend fleets closely follow their OEM guidelines. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

As fleets get more time with their PC-11 compliant oils and wish to further optimize oil drain intervals, best practices for evaluating and optimizing oil drain intervals with today’s CJ-4 oils will remain virtually the same when PC-11 compliant oils are offered. However, with PC-11 compliant oils in use, we recommend establishing a new baseline for oil drain intervals by performing a used oil analysis.

We suggest that fleets work closely with a trusted lubricant partner that can provide the right expertise on the PC-11 subcategories. It’s important for fleets to determine the best maintenance solutions to help optimize oil drain intervals and protect their vehicles’ engines. We offer a four-step process for optimizing oil drain intervals. The ExxonMobil Optimized Oil Drain Interval (ODI) Process has yielded exceptional results for fleets of various sizes; we recommend this data-driven process for fleets as they implement PC-11 compliant oils into their operations.

Once a new baseline oil drain interval is in place, maintenance personnel and ExxonMobil technical experts can better assess how the oil is performing and whether or not they can take advantage of the performance properties offered by the category.



OEMs

While PC-11 brings some changes to drivers’ current maintenance and lubrication practices, owner-operators should consider the introduction of the category a positive change.

Due to the extensive testing and approvals PC-11 oils (CK-4, FA-4) have undergone, owner-operators can be confident that their engines are getting the best protection available.

Owner-operators who use older equipment may only experience a small impact from PC-11 as they may need to transition from CJ-4 engine oil to CK-4 oil. An owner operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 oils. While some OEMs may factory fill newer engines with FA-4 oils, they may not require FA-4 oils.

Both CK-4 and FA-4 oils also provide drivers with greater engine oil options and the potential to gain fuel economy benefits. The reduced engine wear and deposits resulting from the superior protection provided by these oils can help owner-operators reduce unscheduled maintenance and minimize downtime. See our OEM heavy-duty equipment chart for PC-11 product recommendations.


It’s important to note that PC-11 doesn't affect every business in the same way. It’s possible that some fleets may only experience a small impact from PC-11.

An example of a fleet that may see a small impact from PC-11 is one that is operating older equipment and mixed engine types. In this scenario, the fleet may only need to transition from its CJ-4 engine oil to the CK-4 formulation. This also applies to off-highway equipment used in operations such as mining and construction, which are expected to use only the CK-4 formulation for the time being.

In comparison, a good option for fleets with a mix of older and newer equipment would be to stock both CK-4 and FA-4 formulations. CK-4 oils will be suitable for use in both older and newer equipment. But if a fleet is interested in enhancing the fuel economy of its newer engines, the FA-4 oils are recommended.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. While some OEMs may factory fill newer engines with FA-4 oils, they may not require fleet managers to fill with FA-4 oils. We anticipate that some owner-operators and fleets will want to be early adopters of both the advanced engine technology and high-performance FA-4 oils.

This category is split into two distinct viscosities: There is a traditional high temperature/high shear viscosity (HTHS) and a lower HTHS viscosity, the latter targeted to achieve enhanced fuel economy.

CK-4 oils have traditional HTHS viscosity. They provide performance benefits exceeding today’s CJ-4 engine oils, including improved oxidation resistance, shear stability and aeration control to enhance engine performance and durability, while still retaining backward compatibility to satisfy older makes and models. CK-4 oils are available in 5W-30 (coming soon), 5W-40, 10W-30 and 15W-40 viscosity grades, and are suitable for older on-highway engines.

FA-4 oils have lower HTHS viscosity. In addition to meeting the category performance requirements, including improved oxidation resistance, shear stability and aeration control, FA-4 oils are designed to provide enhanced fuel economy, but they are only available in 5W-30 viscosity grade.

Compared to their CK-4 counterparts, FA-4 oils have more limited backward compatibility. Each engine OEM will define the backward compatibility of FA-4 oils for their product line. Consequently, fleets that have engines that fall within the backward compatibility standard set by the OEM can use FA-4 oils across their entire fleet. See our OEM heavy-duty equipment chart for PC-11 product recommendations.



"Backward compatibility" refers to whether or not the PC-11 engine oils can be used in older engines. For example, CK-4 oils are designed as direct replacements to CJ-4 oils. However, in regards to FA-4 oils, their potential backward compatibility is specific to each engine’s original equipment manufacturer (OEM) and their individual engine models. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

To determine backward compatibility, most engine OEMs are actively engaged in field testing. Several OEMs have expressed a desire for broad backward compatibility of FA-4 oils for their 2013 model year engines, or even their 2010 model year engines.



We suggest fleets follow their original equipment manufacturer (OEM) lubricant recommendations. Also, it’s important to note that FA-4 oils may have limited backward compatibility. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

But if there was a desire to use only FA-4 oils, perhaps for the convenience of not stocking two engine oils, we recommend that the fleet work with its lubricant supplier and OEM partner. Doing so would help the fleet determine the precise warranty, viscosity grade and backward compatibility issues that are specific to the OEM recommendations.



Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. Although it’s expected that some OEMs will be factory filling vehicles built after January 2017 with FA-4 oils, based on the OEM guidance we’ve received to date, it’s possible that they may not require the use of FA-4 oils.

Essentially, the higher viscosity CK-4 formulations will provide the same performance benefits as the lower viscosity FA-4 oils, including improved oxidation resistance, shear stability and aeration control. The key difference is that FA-4 oils will offer fuel economy benefits as compared to CK-4 formulations. See our OEM heavy-duty equipment chart for PC-11 product recommendations.



We recommend fleets closely follow their OEM guidelines. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

As fleets get more time with their PC-11 compliant oils and wish to further optimize oil drain intervals, best practices for evaluating and optimizing oil drain intervals with today’s CJ-4 oils will remain virtually the same when PC-11 compliant oils are offered. However, with PC-11 compliant oils in use, we recommend establishing a new baseline for oil drain intervals by performing a used oil analysis.

We suggest that fleets work closely with a trusted lubricant partner that can provide the right expertise on the PC-11 subcategories. It’s important for fleets to determine the best maintenance solutions to help optimize oil drain intervals and protect their vehicles’ engines. We offer a four-step process for optimizing oil drain intervals. The ExxonMobil Optimized Oil Drain Interval (ODI) Process has yielded exceptional results for fleets of various sizes; we recommend this data-driven process for fleets as they implement PC-11 compliant oils into their operations.

Once a new baseline oil drain interval is in place, maintenance personnel and ExxonMobil technical experts can better assess how the oil is performing and whether or not they can take advantage of the performance properties offered by the category.



No, there is not a standardized fuel economy test. Original equipment manufacturers may certify their engines using FA-4 oils for greenhouse gas emission credits. Lubricant suppliers are responsible for identifying and validating their products’ fuel economy benefit claims.

For competitive and proprietary reasons, we cannot provide specific details of our work with leading truck and engine manufacturers.

We have been working for many years with industry leaders on the PC-11 lubricant subcategories and engine technology advancements. Like ExxonMobil, these industry leaders and equipment manufacturers have all made significant progress in preparation for the launch of PC-11.

Most OEMs are participating in field testing to determine backward compatibility of FA-4 oils with their older engine models. However, some engine manufacturers and off-highway OEMs are not entertaining the use of FA-4 oils.

Fleets

It’s important to note that PC-11 doesn't affect every business in the same way. It’s possible that some fleets may only experience a small impact from PC-11.

An example of a fleet that may see a small impact from PC-11 is one that is operating older equipment and mixed engine types. In this scenario, the fleet may only need to transition from its CJ-4 engine oil to the CK-4 formulation. This also applies to off-highway equipment used in operations such as mining and construction, which are expected to use only the CK-4 formulation for the time being.

In comparison, a good option for fleets with a mix of older and newer equipment would be to stock both CK-4 and FA-4 formulations. CK-4 oils will be suitable for use in both older and newer equipment. But if a fleet is interested in enhancing the fuel economy of its newer engines, the FA-4 oils are recommended.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. While some OEMs may factory fill newer engines with FA-4 oils, they may not require fleet managers to fill with FA-4 oils. We anticipate that some owner-operators and fleets will want to be early adopters of both the advanced engine technology and high-performance FA-4 oils.

The industry has covered the technical implications of PC-11 extensively, but it’s important to really understand how the specification change affects fleets’ day-to-day maintenance and lubrication practices.

For example, fleets using CK-4 and FA-4 oils may need to implement two storage and dispensing systems and budget for the additional systems accordingly. Fleets may also need to prepare their tanks and engines before using PC-11 oils. Although the old oil can be mixed with a PC-11 oil (CJ-4 to CK-4 or CJ-4 to FA-4) for the initial transition, a hot oil drain must be performed to help minimize residual oil or “hang up” during the drain. Note: A best practice is to completely drain tanks before switching oils. However, if this is not possible, retaining up to 10 percent of the previous oil after the drain is acceptable.

To monitor both equipment and oil condition, ongoing used oil analysis should be performed based on the application and duty cycle of the vehicle. Initially, oil drain intervals may produce similar results. However, with the help of a lubricant expert, fleets can help maximize their oil drain interval using a data-driven approach, such as The ExxonMobil Optimized Oil Drain Interval (ODI) Process.

Overall, the engine oil category provides fleets with important performance and protection benefits, and offers the opportunity to help reduce fuel consumption.



PC-11 does not change the best practices that help drive fleets’ success. In fact, many of those success factors remain the same after PC-11 implementation. These include:

  • Recruiting the right drivers.
  • Embracing strict safety protocols for drivers on the road and in a maintenance shop.
  • A proactive maintenance approach, whether in-house or outsourced.
  • Using a data-driven approach to optimize oil drain intervals and vehicle performance.

As fleet managers implement PC-11, it is important for them to have a thorough understanding of the various engine requirements in their fleets, especially considering each engine’s unique operating conditions.

To help minimize the complications and potential cross-contamination that can occur with the use of multiple engine oils, fleet managers may opt to accelerate or delay the purchase of new trucks or consider standardizing engines across their fleets.

However, with the right maintenance program in place and support from an experienced lubricant supplier, fleet managers can utilize both PC-11 subcategories for different engines to get the most out of their trucks in terms of performance and potential fuel economy savings.

At ExxonMobil, we continue to help fleet managers analyze their fleets and determine which trucks can be switched to a lower viscosity oil.

The prospect of change can be intimidating, particularly when it relates to your equipment’s lubrication and performance. ExxonMobil is committed to helping customers navigate the challenges brought by the category to ensure a smooth transition.

For more than 90 years, we’ve been helping companies prepare for and operate under industry regulations, earning the recognition of leading on-highway trucking fleets and off-highway companies. PC-11 will be another example of how we have successfully helped our customers manage change.

To support companies with their planning efforts, we’re helping to educate them about the potential implications of PC-11 on their day-to-day operations. And with the split category, it is also important for drivers to be more knowledgeable about their equipment.

We continue to work closely with fleet managers and owners of various sized fleets on a daily basis. In addition to the educational tools we’re developing, our field experts are helping fleet managers determine the right oil choices for their business.

The answer depends on the recommendations set out by your original equipment manufacturer and the type of equipment in your fleet. For example, a fleet operating older equipment and mixed engine types will likely only want to transition from its CJ-4 oils to the CK-4 formulation.

However, a fleet that operates a mix of older and newer equipment may choose to stock both CK-4 and FA-4 formulations. Although CK-4 oils will be suitable for use in both older and newer engines, a fleet looking to enhance their fuel economy may choose to use FA-4 oils in their newer engines.

We suggest fleets follow their original equipment manufacturer (OEM) lubricant recommendations. Also, it’s important to note that FA-4 oils may have limited backward compatibility. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

But if there was a desire to use only FA-4 oils, perhaps for the convenience of not stocking two engine oils, we recommend that the fleet work with its lubricant supplier and OEM partner. Doing so would help the fleet determine the precise warranty, viscosity grade and backward compatibility issues that are specific to the OEM recommendations.



We recommend fleets closely follow their OEM guidelines. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

As fleets get more time with their PC-11 compliant oils and wish to further optimize oil drain intervals, best practices for evaluating and optimizing oil drain intervals with today’s CJ-4 oils will remain virtually the same when PC-11 compliant oils are offered. However, with PC-11 compliant oils in use, we recommend establishing a new baseline for oil drain intervals by performing a used oil analysis.

We suggest that fleets work closely with a trusted lubricant partner that can provide the right expertise on the PC-11 subcategories. It’s important for fleets to determine the best maintenance solutions to help optimize oil drain intervals and protect their vehicles’ engines. We offer a four-step process for optimizing oil drain intervals. The ExxonMobil Optimized Oil Drain Interval (ODI) Process has yielded exceptional results for fleets of various sizes; we recommend this data-driven process for fleets as they implement PC-11 compliant oils into their operations.

Once a new baseline oil drain interval is in place, maintenance personnel and ExxonMobil technical experts can better assess how the oil is performing and whether or not they can take advantage of the performance properties offered by the category.



Owner operators

While PC-11 brings some changes to drivers’ current maintenance and lubrication practices, owner-operators should consider the introduction of the category a positive change.

Due to the extensive testing and approvals PC-11 oils (CK-4, FA-4) have undergone, owner-operators can be confident that their engines are getting the best protection available.

Owner-operators who use older equipment may only experience a small impact from PC-11 as they may need to transition from CJ-4 engine oil to CK-4 oil. An owner operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 oils. While some OEMs may factory fill newer engines with FA-4 oils, they may not require FA-4 oils.

Both CK-4 and FA-4 oils also provide drivers with greater engine oil options and the potential to gain fuel economy benefits. The reduced engine wear and deposits resulting from the superior protection provided by these oils can help owner-operators reduce unscheduled maintenance and minimize downtime. See our OEM heavy-duty equipment chart for PC-11 product recommendations.


It’s important to note that PC-11 doesn't affect every business in the same way. It’s possible that some fleets may only experience a small impact from PC-11.

An example of a fleet that may see a small impact from PC-11 is one that is operating older equipment and mixed engine types. In this scenario, the fleet may only need to transition from its CJ-4 engine oil to the CK-4 formulation. This also applies to off-highway equipment used in operations such as mining and construction, which are expected to use only the CK-4 formulation for the time being.

In comparison, a good option for fleets with a mix of older and newer equipment would be to stock both CK-4 and FA-4 formulations. CK-4 oils will be suitable for use in both older and newer equipment. But if a fleet is interested in enhancing the fuel economy of its newer engines, the FA-4 oils are recommended.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. While some OEMs may factory fill newer engines with FA-4 oils, they may not require fleet managers to fill with FA-4 oils. We anticipate that some owner-operators and fleets will want to be early adopters of both the advanced engine technology and high-performance FA-4 oils.

The answer depends on the recommendations set out by your original equipment manufacturer and the type of equipment in your fleet. For example, a fleet operating older equipment and mixed engine types will likely only want to transition from its CJ-4 oils to the CK-4 formulation.

However, a fleet that operates a mix of older and newer equipment may choose to stock both CK-4 and FA-4 formulations. Although CK-4 oils will be suitable for use in both older and newer engines, a fleet looking to enhance their fuel economy may choose to use FA-4 oils in their newer engines.

ExxonMobil's involvement in PC-11

The industry has covered the technical implications of PC-11 extensively, but it’s important to really understand how the specification change affects fleets’ day-to-day maintenance and lubrication practices.

For example, fleets using CK-4 and FA-4 oils may need to implement two storage and dispensing systems and budget for the additional systems accordingly. Fleets may also need to prepare their tanks and engines before using PC-11 oils. Although the old oil can be mixed with a PC-11 oil (CJ-4 to CK-4 or CJ-4 to FA-4) for the initial transition, a hot oil drain must be performed to help minimize residual oil or “hang up” during the drain. Note: A best practice is to completely drain tanks before switching oils. However, if this is not possible, retaining up to 10 percent of the previous oil after the drain is acceptable.

To monitor both equipment and oil condition, ongoing used oil analysis should be performed based on the application and duty cycle of the vehicle. Initially, oil drain intervals may produce similar results. However, with the help of a lubricant expert, fleets can help maximize their oil drain interval using a data-driven approach, such as The ExxonMobil Optimized Oil Drain Interval (ODI) Process.

Overall, the engine oil category provides fleets with important performance and protection benefits, and offers the opportunity to help reduce fuel consumption.



While PC-11 brings some changes to drivers’ current maintenance and lubrication practices, owner-operators should consider the introduction of the category a positive change.

Due to the extensive testing and approvals PC-11 oils (CK-4, FA-4) have undergone, owner-operators can be confident that their engines are getting the best protection available.

Owner-operators who use older equipment may only experience a small impact from PC-11 as they may need to transition from CJ-4 engine oil to CK-4 oil. An owner operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 oils. While some OEMs may factory fill newer engines with FA-4 oils, they may not require FA-4 oils.

Both CK-4 and FA-4 oils also provide drivers with greater engine oil options and the potential to gain fuel economy benefits. The reduced engine wear and deposits resulting from the superior protection provided by these oils can help owner-operators reduce unscheduled maintenance and minimize downtime. See our OEM heavy-duty equipment chart for PC-11 product recommendations.


ExxonMobil has been working closely with major commercial vehicle manufacturers and engine builders on PC-11 for several years, conducting extensive laboratory testing and field trials. ExxonMobil’s commitment to research and development, and our close working relationships with leading engine manufacturers and truck builders, enables us to meet challenging requirements like PC-11.

As of June 2017, we have accumulated more than 50 million miles of testing data on our CK-4 and FA-4 formulations. Also, we continue to accumulate more than 1.5 million miles of additional testing data each month by working with select fleet partners. Our current field testing includes about 200 trucks.

A number of our technical experts played key roles in the initial development and advancement of specifications and testing parameters that are part of the overall PC-11 initiative. PC-11 is another example of how we have successfully helped our customers manage change.



The prospect of change can be intimidating, particularly when it relates to your equipment’s lubrication and performance. ExxonMobil is committed to helping customers navigate the challenges brought by the category to ensure a smooth transition.

For more than 90 years, we’ve been helping companies prepare for and operate under industry regulations, earning the recognition of leading on-highway trucking fleets and off-highway companies. PC-11 will be another example of how we have successfully helped our customers manage change.

To support companies with their planning efforts, we’re helping to educate them about the potential implications of PC-11 on their day-to-day operations. And with the split category, it is also important for drivers to be more knowledgeable about their equipment.

We continue to work closely with fleet managers and owners of various sized fleets on a daily basis. In addition to the educational tools we’re developing, our field experts are helping fleet managers determine the right oil choices for their business.

ExxonMobil worked closely with major commercial vehicle manufacturers and engine builders on PC-11 for several years, conducting extensive laboratory testing and field trials on low viscosity oils since January 2011. As of June 2017, we have accumulated more than 50 million miles of testing data and are working closely with select fleet partners to accumulate more than 1.5 million miles of additional testing data per month. Our current field testing includes about 200 trucks.

We’ve also had a number of technical experts play a key role in the initial development and advancement of specifications and testing parameters that are part of the overall PC-11 initiative, holding chair positions on the Diesel Engine Oil Advisory Panel and the T-13 Test Development Taskforce.

We recommend fleets closely follow their OEM guidelines. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

As fleets get more time with their PC-11 compliant oils and wish to further optimize oil drain intervals, best practices for evaluating and optimizing oil drain intervals with today’s CJ-4 oils will remain virtually the same when PC-11 compliant oils are offered. However, with PC-11 compliant oils in use, we recommend establishing a new baseline for oil drain intervals by performing a used oil analysis.

We suggest that fleets work closely with a trusted lubricant partner that can provide the right expertise on the PC-11 subcategories. It’s important for fleets to determine the best maintenance solutions to help optimize oil drain intervals and protect their vehicles’ engines. We offer a four-step process for optimizing oil drain intervals. The ExxonMobil Optimized Oil Drain Interval (ODI) Process has yielded exceptional results for fleets of various sizes; we recommend this data-driven process for fleets as they implement PC-11 compliant oils into their operations.

Once a new baseline oil drain interval is in place, maintenance personnel and ExxonMobil technical experts can better assess how the oil is performing and whether or not they can take advantage of the performance properties offered by the category.



For competitive and proprietary reasons, we cannot provide specific details of our work with leading truck and engine manufacturers.

We have been working for many years with industry leaders on the PC-11 lubricant subcategories and engine technology advancements. Like ExxonMobil, these industry leaders and equipment manufacturers have all made significant progress in preparation for the launch of PC-11.

Most OEMs are participating in field testing to determine backward compatibility of FA-4 oils with their older engine models. However, some engine manufacturers and off-highway OEMs are not entertaining the use of FA-4 oils.

FA-4 oils

Proposed Category 11 (PC-11) is the development of an oil category that established two diesel engine oil specifications – one with backward compatibility for older engine technology ("CK-4") and one for use with newer engine technology ("FA-4").

FA-4 oils aim to improve fuel efficiency and reduce greenhouse gas emissions. CK-4 oils are designed as direct replacements to CJ-4 oils, offering enhancements in oxidation resistance, shear stability and aeration control.

While PC-11 brings some changes to drivers’ current maintenance and lubrication practices, owner-operators should consider the introduction of the category a positive change.

Due to the extensive testing and approvals PC-11 oils (CK-4, FA-4) have undergone, owner-operators can be confident that their engines are getting the best protection available.

Owner-operators who use older equipment may only experience a small impact from PC-11 as they may need to transition from CJ-4 engine oil to CK-4 oil. An owner operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 oils. While some OEMs may factory fill newer engines with FA-4 oils, they may not require FA-4 oils.

Both CK-4 and FA-4 oils also provide drivers with greater engine oil options and the potential to gain fuel economy benefits. The reduced engine wear and deposits resulting from the superior protection provided by these oils can help owner-operators reduce unscheduled maintenance and minimize downtime. See our OEM heavy-duty equipment chart for PC-11 product recommendations.


It’s important to note that PC-11 doesn't affect every business in the same way. It’s possible that some fleets may only experience a small impact from PC-11.

An example of a fleet that may see a small impact from PC-11 is one that is operating older equipment and mixed engine types. In this scenario, the fleet may only need to transition from its CJ-4 engine oil to the CK-4 formulation. This also applies to off-highway equipment used in operations such as mining and construction, which are expected to use only the CK-4 formulation for the time being.

In comparison, a good option for fleets with a mix of older and newer equipment would be to stock both CK-4 and FA-4 formulations. CK-4 oils will be suitable for use in both older and newer equipment. But if a fleet is interested in enhancing the fuel economy of its newer engines, the FA-4 oils are recommended.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. While some OEMs may factory fill newer engines with FA-4 oils, they may not require fleet managers to fill with FA-4 oils. We anticipate that some owner-operators and fleets will want to be early adopters of both the advanced engine technology and high-performance FA-4 oils.

The industry has covered the technical implications of PC-11 extensively, but it’s important to really understand how the specification change affects fleets’ day-to-day maintenance and lubrication practices.

For example, fleets using CK-4 and FA-4 oils may need to implement two storage and dispensing systems and budget for the additional systems accordingly. Fleets may also need to prepare their tanks and engines before using PC-11 oils. Although the old oil can be mixed with a PC-11 oil (CJ-4 to CK-4 or CJ-4 to FA-4) for the initial transition, a hot oil drain must be performed to help minimize residual oil or “hang up” during the drain. Note: A best practice is to completely drain tanks before switching oils. However, if this is not possible, retaining up to 10 percent of the previous oil after the drain is acceptable.

To monitor both equipment and oil condition, ongoing used oil analysis should be performed based on the application and duty cycle of the vehicle. Initially, oil drain intervals may produce similar results. However, with the help of a lubricant expert, fleets can help maximize their oil drain interval using a data-driven approach, such as The ExxonMobil Optimized Oil Drain Interval (ODI) Process.

Overall, the engine oil category provides fleets with important performance and protection benefits, and offers the opportunity to help reduce fuel consumption.



ExxonMobil has been working closely with major commercial vehicle manufacturers and engine builders on PC-11 for several years, conducting extensive laboratory testing and field trials. ExxonMobil’s commitment to research and development, and our close working relationships with leading engine manufacturers and truck builders, enables us to meet challenging requirements like PC-11.

As of June 2017, we have accumulated more than 50 million miles of testing data on our CK-4 and FA-4 formulations. Also, we continue to accumulate more than 1.5 million miles of additional testing data each month by working with select fleet partners. Our current field testing includes about 200 trucks.

A number of our technical experts played key roles in the initial development and advancement of specifications and testing parameters that are part of the overall PC-11 initiative. PC-11 is another example of how we have successfully helped our customers manage change.



This category is split into two distinct viscosities: There is a traditional high temperature/high shear viscosity (HTHS) and a lower HTHS viscosity, the latter targeted to achieve enhanced fuel economy.

CK-4 oils have traditional HTHS viscosity. They provide performance benefits exceeding today’s CJ-4 engine oils, including improved oxidation resistance, shear stability and aeration control to enhance engine performance and durability, while still retaining backward compatibility to satisfy older makes and models. CK-4 oils are available in 5W-30 (coming soon), 5W-40, 10W-30 and 15W-40 viscosity grades, and are suitable for older on-highway engines.

FA-4 oils have lower HTHS viscosity. In addition to meeting the category performance requirements, including improved oxidation resistance, shear stability and aeration control, FA-4 oils are designed to provide enhanced fuel economy, but they are only available in 5W-30 viscosity grade.

Compared to their CK-4 counterparts, FA-4 oils have more limited backward compatibility. Each engine OEM will define the backward compatibility of FA-4 oils for their product line. Consequently, fleets that have engines that fall within the backward compatibility standard set by the OEM can use FA-4 oils across their entire fleet. See our OEM heavy-duty equipment chart for PC-11 product recommendations.



The two tiers or subcategories allow for an engine oil option with better fuel economy. CK-4 oils will retain the minimum 3.5 cP high temperature/high shear (HTHS) viscosity requirement intended for older vehicles, but are still expected to potentially be used in all engines. However, some new engine technologies will be designed to take advantage of lower HTHS viscosity options that are part of the proposed FA-4 category.

"Backward compatibility" refers to whether or not the PC-11 engine oils can be used in older engines. For example, CK-4 oils are designed as direct replacements to CJ-4 oils. However, in regards to FA-4 oils, their potential backward compatibility is specific to each engine’s original equipment manufacturer (OEM) and their individual engine models. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

To determine backward compatibility, most engine OEMs are actively engaged in field testing. Several OEMs have expressed a desire for broad backward compatibility of FA-4 oils for their 2013 model year engines, or even their 2010 model year engines.



The first step in preparing for the switch to PC-11 compliant formulations is to consult your lubricant supplier to ensure you choose the right lubricant for your vehicle. Once your supplier has helped you select an oil, it’s best to follow original equipment manufacturer engine service recommendations and monitor and test your oil to determine the optimal maintenance intervals for your specific engines and oils in their operating environment. Contact a distributor to learn more.

The PC-11 diesel engine oils have gone through substantial research and development, ensuring the lubricant technology will meet performance targets while improving engine wear protection. After being proven via extensive field testing, the PC-11 (CK-4, FA-4) Mobil Delvac™ engine oils were announced on Sept. 20, 2016.

As of June 2017, we have accumulated more than 50 million miles of testing data on our CK-4 and FA-4 formulations. We are still accumulating more than 1.5 million miles a month of additional testing data with select fleet partners. Our current field testing includes about 200 trucks.





The answer depends on the recommendations set out by your original equipment manufacturer and the type of equipment in your fleet. For example, a fleet operating older equipment and mixed engine types will likely only want to transition from its CJ-4 oils to the CK-4 formulation.

However, a fleet that operates a mix of older and newer equipment may choose to stock both CK-4 and FA-4 formulations. Although CK-4 oils will be suitable for use in both older and newer engines, a fleet looking to enhance their fuel economy may choose to use FA-4 oils in their newer engines.

We suggest fleets follow their original equipment manufacturer (OEM) lubricant recommendations. Also, it’s important to note that FA-4 oils may have limited backward compatibility. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

But if there was a desire to use only FA-4 oils, perhaps for the convenience of not stocking two engine oils, we recommend that the fleet work with its lubricant supplier and OEM partner. Doing so would help the fleet determine the precise warranty, viscosity grade and backward compatibility issues that are specific to the OEM recommendations.



The PC-11 specification of lower viscosity FA-4 oils offers operators greater engine oil options to maximize fuel economy benefits while maintaining the protection they require to keep their vehicles running efficiently.

Operators can rest assured that the PC-11 compliant, lower viscosity FA-4 oils have undergone extensive industry testing to ensure engine protection has not been compromised. These tests determine whether the PC-11 formulations can provide enhanced engine protection by evaluating an extensive range of factors, including oxidation stability, aeration control, shear stability, scuffing/adhesive wear, oil consumption and deposit formation.

The testing data we’ve accumulated so far shows that the lower viscosity FA-4 oils have demonstrated superior engine protection in comparison to CJ-4 oils.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. Although it’s expected that some OEMs will be factory filling vehicles built after January 2017 with FA-4 oils, based on the OEM guidance we’ve received to date, it’s possible that they may not require the use of FA-4 oils.

Essentially, the higher viscosity CK-4 formulations will provide the same performance benefits as the lower viscosity FA-4 oils, including improved oxidation resistance, shear stability and aeration control. The key difference is that FA-4 oils will offer fuel economy benefits as compared to CK-4 formulations. See our OEM heavy-duty equipment chart for PC-11 product recommendations.



We recommend fleets closely follow their OEM guidelines. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

As fleets get more time with their PC-11 compliant oils and wish to further optimize oil drain intervals, best practices for evaluating and optimizing oil drain intervals with today’s CJ-4 oils will remain virtually the same when PC-11 compliant oils are offered. However, with PC-11 compliant oils in use, we recommend establishing a new baseline for oil drain intervals by performing a used oil analysis.

We suggest that fleets work closely with a trusted lubricant partner that can provide the right expertise on the PC-11 subcategories. It’s important for fleets to determine the best maintenance solutions to help optimize oil drain intervals and protect their vehicles’ engines. We offer a four-step process for optimizing oil drain intervals. The ExxonMobil Optimized Oil Drain Interval (ODI) Process has yielded exceptional results for fleets of various sizes; we recommend this data-driven process for fleets as they implement PC-11 compliant oils into their operations.

Once a new baseline oil drain interval is in place, maintenance personnel and ExxonMobil technical experts can better assess how the oil is performing and whether or not they can take advantage of the performance properties offered by the category.



You should expect to see some minor changes in typical results, such as additive levels. Learn more about Mobil Serv℠ Lubricant Analysis.

No, there is not a standardized fuel economy test. Original equipment manufacturers may certify their engines using FA-4 oils for greenhouse gas emission credits. Lubricant suppliers are responsible for identifying and validating their products’ fuel economy benefit claims.

For competitive and proprietary reasons, we cannot provide specific details of our work with leading truck and engine manufacturers.

We have been working for many years with industry leaders on the PC-11 lubricant subcategories and engine technology advancements. Like ExxonMobil, these industry leaders and equipment manufacturers have all made significant progress in preparation for the launch of PC-11.

Most OEMs are participating in field testing to determine backward compatibility of FA-4 oils with their older engine models. However, some engine manufacturers and off-highway OEMs are not entertaining the use of FA-4 oils.

CK-4 oils

Proposed Category 11 (PC-11) is the development of an oil category that established two diesel engine oil specifications – one with backward compatibility for older engine technology ("CK-4") and one for use with newer engine technology ("FA-4").

FA-4 oils aim to improve fuel efficiency and reduce greenhouse gas emissions. CK-4 oils are designed as direct replacements to CJ-4 oils, offering enhancements in oxidation resistance, shear stability and aeration control.

While PC-11 brings some changes to drivers’ current maintenance and lubrication practices, owner-operators should consider the introduction of the category a positive change.

Due to the extensive testing and approvals PC-11 oils (CK-4, FA-4) have undergone, owner-operators can be confident that their engines are getting the best protection available.

Owner-operators who use older equipment may only experience a small impact from PC-11 as they may need to transition from CJ-4 engine oil to CK-4 oil. An owner operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 oils. While some OEMs may factory fill newer engines with FA-4 oils, they may not require FA-4 oils.

Both CK-4 and FA-4 oils also provide drivers with greater engine oil options and the potential to gain fuel economy benefits. The reduced engine wear and deposits resulting from the superior protection provided by these oils can help owner-operators reduce unscheduled maintenance and minimize downtime. See our OEM heavy-duty equipment chart for PC-11 product recommendations.


It’s important to note that PC-11 doesn't affect every business in the same way. It’s possible that some fleets may only experience a small impact from PC-11.

An example of a fleet that may see a small impact from PC-11 is one that is operating older equipment and mixed engine types. In this scenario, the fleet may only need to transition from its CJ-4 engine oil to the CK-4 formulation. This also applies to off-highway equipment used in operations such as mining and construction, which are expected to use only the CK-4 formulation for the time being.

In comparison, a good option for fleets with a mix of older and newer equipment would be to stock both CK-4 and FA-4 formulations. CK-4 oils will be suitable for use in both older and newer equipment. But if a fleet is interested in enhancing the fuel economy of its newer engines, the FA-4 oils are recommended.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. While some OEMs may factory fill newer engines with FA-4 oils, they may not require fleet managers to fill with FA-4 oils. We anticipate that some owner-operators and fleets will want to be early adopters of both the advanced engine technology and high-performance FA-4 oils.

The industry has covered the technical implications of PC-11 extensively, but it’s important to really understand how the specification change affects fleets’ day-to-day maintenance and lubrication practices.

For example, fleets using CK-4 and FA-4 oils may need to implement two storage and dispensing systems and budget for the additional systems accordingly. Fleets may also need to prepare their tanks and engines before using PC-11 oils. Although the old oil can be mixed with a PC-11 oil (CJ-4 to CK-4 or CJ-4 to FA-4) for the initial transition, a hot oil drain must be performed to help minimize residual oil or “hang up” during the drain. Note: A best practice is to completely drain tanks before switching oils. However, if this is not possible, retaining up to 10 percent of the previous oil after the drain is acceptable.

To monitor both equipment and oil condition, ongoing used oil analysis should be performed based on the application and duty cycle of the vehicle. Initially, oil drain intervals may produce similar results. However, with the help of a lubricant expert, fleets can help maximize their oil drain interval using a data-driven approach, such as The ExxonMobil Optimized Oil Drain Interval (ODI) Process.

Overall, the engine oil category provides fleets with important performance and protection benefits, and offers the opportunity to help reduce fuel consumption.



ExxonMobil has been working closely with major commercial vehicle manufacturers and engine builders on PC-11 for several years, conducting extensive laboratory testing and field trials. ExxonMobil’s commitment to research and development, and our close working relationships with leading engine manufacturers and truck builders, enables us to meet challenging requirements like PC-11.

As of June 2017, we have accumulated more than 50 million miles of testing data on our CK-4 and FA-4 formulations. Also, we continue to accumulate more than 1.5 million miles of additional testing data each month by working with select fleet partners. Our current field testing includes about 200 trucks.

A number of our technical experts played key roles in the initial development and advancement of specifications and testing parameters that are part of the overall PC-11 initiative. PC-11 is another example of how we have successfully helped our customers manage change.



This category is split into two distinct viscosities: There is a traditional high temperature/high shear viscosity (HTHS) and a lower HTHS viscosity, the latter targeted to achieve enhanced fuel economy.

CK-4 oils have traditional HTHS viscosity. They provide performance benefits exceeding today’s CJ-4 engine oils, including improved oxidation resistance, shear stability and aeration control to enhance engine performance and durability, while still retaining backward compatibility to satisfy older makes and models. CK-4 oils are available in 5W-30 (coming soon), 5W-40, 10W-30 and 15W-40 viscosity grades, and are suitable for older on-highway engines.

FA-4 oils have lower HTHS viscosity. In addition to meeting the category performance requirements, including improved oxidation resistance, shear stability and aeration control, FA-4 oils are designed to provide enhanced fuel economy, but they are only available in 5W-30 viscosity grade.

Compared to their CK-4 counterparts, FA-4 oils have more limited backward compatibility. Each engine OEM will define the backward compatibility of FA-4 oils for their product line. Consequently, fleets that have engines that fall within the backward compatibility standard set by the OEM can use FA-4 oils across their entire fleet. See our OEM heavy-duty equipment chart for PC-11 product recommendations.



The two tiers or subcategories allow for an engine oil option with better fuel economy. CK-4 oils will retain the minimum 3.5 cP high temperature/high shear (HTHS) viscosity requirement intended for older vehicles, but are still expected to potentially be used in all engines. However, some new engine technologies will be designed to take advantage of lower HTHS viscosity options that are part of the proposed FA-4 category.

"Backward compatibility" refers to whether or not the PC-11 engine oils can be used in older engines. For example, CK-4 oils are designed as direct replacements to CJ-4 oils. However, in regards to FA-4 oils, their potential backward compatibility is specific to each engine’s original equipment manufacturer (OEM) and their individual engine models. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

To determine backward compatibility, most engine OEMs are actively engaged in field testing. Several OEMs have expressed a desire for broad backward compatibility of FA-4 oils for their 2013 model year engines, or even their 2010 model year engines.



The first step in preparing for the switch to PC-11 compliant formulations is to consult your lubricant supplier to ensure you choose the right lubricant for your vehicle. Once your supplier has helped you select an oil, it’s best to follow original equipment manufacturer engine service recommendations and monitor and test your oil to determine the optimal maintenance intervals for your specific engines and oils in their operating environment. Contact a distributor to learn more.

The PC-11 diesel engine oils have gone through substantial research and development, ensuring the lubricant technology will meet performance targets while improving engine wear protection. After being proven via extensive field testing, the PC-11 (CK-4, FA-4) Mobil Delvac™ engine oils were announced on Sept. 20, 2016.

As of June 2017, we have accumulated more than 50 million miles of testing data on our CK-4 and FA-4 formulations. We are still accumulating more than 1.5 million miles a month of additional testing data with select fleet partners. Our current field testing includes about 200 trucks.





The answer depends on the recommendations set out by your original equipment manufacturer and the type of equipment in your fleet. For example, a fleet operating older equipment and mixed engine types will likely only want to transition from its CJ-4 oils to the CK-4 formulation.

However, a fleet that operates a mix of older and newer equipment may choose to stock both CK-4 and FA-4 formulations. Although CK-4 oils will be suitable for use in both older and newer engines, a fleet looking to enhance their fuel economy may choose to use FA-4 oils in their newer engines.

The PC-11 specification of lower viscosity FA-4 oils offers operators greater engine oil options to maximize fuel economy benefits while maintaining the protection they require to keep their vehicles running efficiently.

Operators can rest assured that the PC-11 compliant, lower viscosity FA-4 oils have undergone extensive industry testing to ensure engine protection has not been compromised. These tests determine whether the PC-11 formulations can provide enhanced engine protection by evaluating an extensive range of factors, including oxidation stability, aeration control, shear stability, scuffing/adhesive wear, oil consumption and deposit formation.

The testing data we’ve accumulated so far shows that the lower viscosity FA-4 oils have demonstrated superior engine protection in comparison to CJ-4 oils.

Off-highway equipment used in operations such as mining and construction likely only needs to transition from the CJ-4 formulation to the CK-4 formulation.

By upgrading to CK-4 oils, off-highway equipment can benefit from the same performance enhancements provided by the PC-11 specification – improved oxidation resistance, shear stability and aeration control. CK-4 oils will also deliver enhanced protection for off-highway equipment and a greater potential for extended oil drain intervals – both of which are crucial benefits considering the challenging conditions this equipment operates in on a daily basis.

Fleets operating newer trucks with advanced engines should consult their original equipment manufacturer (OEM) for recommendations on using both CK-4 and FA-4 formulations. Although it’s expected that some OEMs will be factory filling vehicles built after January 2017 with FA-4 oils, based on the OEM guidance we’ve received to date, it’s possible that they may not require the use of FA-4 oils.

Essentially, the higher viscosity CK-4 formulations will provide the same performance benefits as the lower viscosity FA-4 oils, including improved oxidation resistance, shear stability and aeration control. The key difference is that FA-4 oils will offer fuel economy benefits as compared to CK-4 formulations. See our OEM heavy-duty equipment chart for PC-11 product recommendations.



We recommend fleets closely follow their OEM guidelines. See our OEM heavy-duty equipment chart for PC-11 product recommendations.

As fleets get more time with their PC-11 compliant oils and wish to further optimize oil drain intervals, best practices for evaluating and optimizing oil drain intervals with today’s CJ-4 oils will remain virtually the same when PC-11 compliant oils are offered. However, with PC-11 compliant oils in use, we recommend establishing a new baseline for oil drain intervals by performing a used oil analysis.

We suggest that fleets work closely with a trusted lubricant partner that can provide the right expertise on the PC-11 subcategories. It’s important for fleets to determine the best maintenance solutions to help optimize oil drain intervals and protect their vehicles’ engines. We offer a four-step process for optimizing oil drain intervals. The ExxonMobil Optimized Oil Drain Interval (ODI) Process has yielded exceptional results for fleets of various sizes; we recommend this data-driven process for fleets as they implement PC-11 compliant oils into their operations.

Once a new baseline oil drain interval is in place, maintenance personnel and ExxonMobil technical experts can better assess how the oil is performing and whether or not they can take advantage of the performance properties offered by the category.



You should expect to see some minor changes in typical results, such as additive levels. Learn more about Mobil Serv℠ Lubricant Analysis.
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