Petrol Engine Oil Specifications: API, ACEA & ILSAC Guide

Petrol (gasoline) engine oil is the lubricant for spark-ignition engines in cars, SUVs, and light commercial vehicles — distinct from heavy-duty diesel engine oil (HDDO) and industrial lubricants such as hydraulic or gear oils. It is specified by three elements together: an SAE viscosity grade (for example, 5W-30), a performance category from API and/or ILSAC, and, in many European-influenced export markets, an ACEA sequence — plus, where required, a named OEM approval. For a B2B buyer sourcing through the Petrol Engine Oils category on Altonex Global, matching these codes precisely is what separates a cleared shipment from a rejected one. This guide explains what each code means and what to include in a Request for Quote (RFQ).

What Is Petrol Engine Oil, and Who Buys It in B2B Export?

Petrol engine oil is qualified against a different test suite than diesel oil: API uses a separate "S" (Service) series for gasoline and a "C" (Commercial) series for diesel; ILSAC's GF-series covers gasoline only. Turbocharged direct-injection (TGDI) petrol engines also carry a risk diesel engines do not — Low-Speed Pre-Ignition (LSPI), covered below — while diesel engines historically carry far more soot, driving different dispersancy needs. That line is not strict: some ACEA C-category sequences are dual-rated for petrol and light-duty DI diesel engines together, so a low-SAPS oil is not automatically diesel-only. Match the exact category, grade, and approval code specified rather than inferring compatibility from fuel type alone.

In B2B export trade, buyers commonly fall into three groups: distributors/wholesale importers buying consolidated volumes (drums, IBCs, palletized cartons) for national or regional resale, needing full customs documentation; workshops, fast-fit chains, and fleet operators buying smaller recurring volumes and prioritizing the exact spec their vehicle parc requires; and re-packers/private-label bottlers buying in bulk to rebottle under their own brand, typically needing private-label packaging support and a batch-specific Certificate of Analysis per shipment.

What Does API SP or the New API SQ Mean for a Buyer?

API's "S" series marks the current gasoline performance categories: API SP, licensable since 1 May 2020, and API SQ, the newest category, first licensable 31 March 2025. SP and SQ coexist as valid categories — SQ has not retired SP, so API SP oil remains a legitimate sourcing option.

The most buyer-relevant difference: SP (aligned with ILSAC GF-6) tested Low-Speed Pre-Ignition (LSPI) protection only on fresh oil, while SQ adds an in-use, aged-oil LSPI test, so protection must hold across the full drain interval. SQ is also reported to tighten the allowable timing-chain wear limit versus SP, though the exact figure remains illustrative, pending supplier confirmation. On sulfated ash, SQ holds the same 0.9%-by-mass ceiling as SP — not a stricter SQ-only limit, despite occasional claims otherwise. SQ opens the door to two ultra-low-viscosity grades, 0W-8 and 0W-12, outside ILSAC GF-7's own coverage.

Older-market listings may still reference API SN (since 2010) and the supplemental SN-Plus LSPI classification (2017–2018) — both superseded in the "current" tier but still legitimate. API SP/SQ oils are backward compatible with SN-Plus, SN, SM, SL, and SJ — a current-category oil can generally serve wherever an OEM specifies one of these, unless stated otherwise. A phosphorus ceiling of 0.08% (800 ppm) applies within the ILSAC-covered range (xW-20 through 10W-30); higher-viscosity, API-only grades such as 5W-40/10W-40 may carry a different allowance — confirm against the supplier's TDS rather than assume.

For a deeper comparison of what changed between the two categories, see Altonex Global's API SP vs SQ engine oil guide.

What Is ILSAC GF-6A/GF-6B vs. GF-7A/GF-7B — and What Do "Starburst" and "Shield" Mean?

ILSAC's GF-series runs parallel to API's S-series. GF-6A and GF-6B were first licensable on 1 May 2020, the same date as API SP; GF-5's license to use the API "Starburst" mark ended 30 April 2021. GF-7A and GF-7B followed on 31 March 2025, alongside API SQ — though this date rests on convergent industry reporting rather than a directly re-confirmed primary-source page, worth independent confirmation before a compliance decision.

The "A"/"B" split is about viscosity-grade coverage, not a quality tier. GF-6A/GF-7A cover the traditional range — 0W-20, 5W-20, 0W-30, 5W-30, 10W-30 — under the "Starburst" mark. GF-6B/GF-7B cover 0W-16 only, under a separate "Shield" mark, introduced with GF-6B in 2020 (not invented at GF-7) because 0W-16 is not backward compatible with the Starburst range. A Shield-marked 0W-16 oil should never be assumed to substitute for a Starburst grade, or the reverse. One further reported pattern, not traced to a primary ILSAC document: GF-7B is described as compatible with GF-6B only, while GF-7A is described as compatible with GF-6A, GF-5, and older Starburst categories.

For more on how GF-7 and API SQ relate, see Altonex Global's API SQ / ILSAC GF-7 engine oil categories guide.

What Does ACEA A3/B4, A7/B7, or a Low-SAPS C-Category Mean for a Petrol Oil RFQ?

ACEA (the European Automobile Manufacturers' Association) publishes oil sequences widely referenced in export markets with a European-influenced vehicle parc. The current edition, ACEA 2023, is reported published September 2023 with first use from 31 July 2023; the prior 2021 sequences reportedly remain marketable until 1 August 2025 (trade-press-reported dates, not independently confirmed against a primary ACEA document — confirm before relying on exact transition dates).

Two families matter most for petrol buyers. The full-SAPS A/B sequences serve petrol and light-duty diesel without aftertreatment sensitivity: A3/B4 is the long-established, full-SAPS extended-performance sequence; A5/B5 is a fuel-economy variant at a lower HTHS floor; A7/B7 (2023) sits at HTHS 2.9–3.5 mPa·s, full-SAPS, extended-drain, adding LSPI and wear protection for turbocharged gasoline direct-injection engines.

The low/mid-SAPS C-category sequences exist largely because modern petrol cars increasingly carry a Gasoline Particulate Filter (GPF) alongside the three-way catalyst (TWC) — components high-ash, high-phosphorus oils can shorten the life of. C3 (HTHS minimum 3.5 mPa·s) is the most commonly OEM-anchored C-category for petrol. C2 (HTHS minimum 2.9 mPa·s) and C4 (HTHS minimum 3.5 mPa·s, a lower-SAPS option at the same floor) serve narrower OEM programs. At the fuel-economy end: C5 (HTHS 2.6–2.9 mPa·s) and C6 (HTHS minimum 2.6 mPa·s, upper bound unconfirmed); C7, new for 2023, is built at SAE 0W-16 with HTHS 2.3–2.6 mPa·s and a minimum 0.3% fuel-economy improvement versus a reference oil.

Exact decimal ash, phosphorus, and sulfur ceilings per C-category are not restated here; request the qualitative SAPS tier (low/mid/full) from the TDS and confirm exact figures against ACEA's own published sequence before treating them as fact.

What Do the Numbers in a Grade Like 5W-30 or 0W-16 Mean?

An SAE J300 viscosity grade communicates two things. The number after the "W" (the "30" in 5W-30) sets the high-temperature kinematic viscosity range and the HTHS (high-temperature high-shear) viscosity floor — governing film thickness and wear protection at operating temperature. The number before the "W" governs cold-temperature cranking and pumping only; a lower "W" number means easier cold starting, not a thinner oil when hot.

The shift toward ultra-low-viscosity grades — 0W-16, 0W-12, 0W-8 — is driven by fuel economy: a lower HTHS floor means less internal friction, offset by friction-modifier chemistry such as molybdenum (MoDTC). 0W-8 (KV100 4.0–<6.1 mm²/s, HTHS ≥1.7 mPa·s) and 0W-12 (KV100 5.0–<7.1 mm²/s, HTHS ≥2.0 mPa·s) were enabled by API SQ, outside ILSAC GF-7's coverage. The established 5W-30/10W-30 band carries KV100 9.3–<12.5 mm²/s with HTHS ≥2.9 mPa·s. Figures for 0W-16 (~2.3 mPa·s), 0W-20/5W-20 (~2.6 mPa·s), and 5W-40 (~3.5 mPa·s) are consistently reported but should be confirmed against a supplier's TDS; 10W-40 figures were not independently confirmed and are referenced only qualitatively, as a hot-climate, older-engine grade.

Which OEM Approvals Might a Buyer Need to Specify?

Each entry describes what an OEM framework generally requires — not that a specific product on the platform holds it, and not fetched from the OEM's own portal here, so verify before quoting a precise figure. "Meets [a spec]" is a claim about formulation intent; "OEM-approved" is a stronger claim requiring the OEM's own dated documentation — request it directly.

GM dexos1 Gen 3, first licensable 1 September 2021 (delayed from an original May 2021 target), is available in SAE 0W-20, 5W-20, and 5W-30, built on an API SP/ILSAC GF-6A base with additional GM-proprietary testing reported to cover oxidation resistance, cleanliness, cold-temperature operation, turbo protection, and LSPI.

MB 229 has three petrol-relevant tiers: 229.5 (full-SAPS, ACEA A3/B4-based, petrol); 229.51 (mid/low-SAPS, DPF diesel, usable in petrol on low-sulfur fuel); and 229.52, a stricter version of 229.51 reported at HTHS ≥3.5 mPa·s / TBN ≥6.0 mgKOH/g, backward compatible with the earlier DPF-oriented specs.

Volkswagen's petrol-relevant specs are VW 502 00 (reported high-SAPS, full-synthetic, historically VW's most-used gasoline spec, typically 5W-40/0W-40) and VW 504 00, a mid-SAPS "LongLife" extended-drain spec, typically 5W-30 or 0W-30, reported backward compatible where 502 00 is specified. Worth flagging, as a common point of confusion: VW 507 00 ("Longlife III") is a diesel specification — for TDI engines with/without a DPF, low-SAPS, typically 0W-30 or 5W-30 — not a petrol option, and not a third choice alongside 502 00/504 00.

BMW Longlife-01 (LL-01) is reported as the standard spec for most BMW petrol engines since 2001, ACEA A3/B4-based, typically 5W-30/5W-40. BMW Longlife-04 (LL-04), a low-SAPS spec for BMW diesel with a DPF, ACEA C3-based (5W-30), is reported to apply to some petrol engines in certain markets too, and is backward compatible where LL-01 is specified. Porsche's petrol-relevant specs are reported as A40 (0W-40, full-SAPS, no particulate filter) and C30 (mid/low-SAPS, ACEA C3-aligned, typically 0W-30/5W-30, also used for some current Porsche petrol engines).

Why Does the Spec Actually Matter?

Low-Speed Pre-Ignition (LSPI) is an abnormal, potentially damaging combustion event specific to turbocharged direct-injection petrol engines, typically at low RPM under high load — for example, hard acceleration from a stop. One accepted contributing mechanism: calcium detergent additives can chemically suspend fuel droplets in the oil, lowering knock resistance versus fuel alone. Formulators respond by lowering calcium-detergent treat rate and raising molybdenum (MoDTC) treat rate; risk reportedly drops sharply below roughly 1,500 ppm calcium versus a traditional 2,000–3,000 ppm range — illustrative only.

Timing-chain wear matters more with modern chain-driven camshafts; API SQ/ILSAC GF-7 reportedly tighten the allowable wear limit versus SP/GF-6. Fuel economy is driven primarily by a lower HTHS viscosity and friction-modifier chemistry — the entire ultra-low-viscosity trend (0W-16, 0W-12, 0W-8, ACEA C5/C6/C7) exists for this reason. Deposit/sludge control comes from ashless dispersant and detergent/oxidation-inhibitor packages, increasingly relevant to GDI injector and piston cleanliness.

Aftertreatment-system compatibility explains why low-SAPS oil matters for petrol vehicles specifically, not only diesel: many current petrol cars carry a Gasoline Particulate Filter (GPF) alongside the three-way catalyst (TWC), and high sulfated-ash, high-phosphorus oils can shorten the working life of both.

How Do I Choose the Right Spec for My Target Market?

For a newer vehicle parc — late-model fleets or OEM-dealer-adjacent workshops — the priority is matching the exact current OEM approval (dexos1 Gen 3, VW 504 00, an MB 229.5x variant, BMW LL-04, Porsche C30) together with the correct low-viscosity grade. Substituting a heavier grade, or a Starburst-only grade where Shield (0W-16) is specified, or the reverse, risks both a performance mismatch and a warranty issue.

For an older or mixed vehicle parc, many markets still run older petrol engines around heavier, higher-SAPS grades — 10W-40, 15W-40, 20W-50 — at the SL/SM/SN tier. Because API SP/SQ are backward compatible with these categories, a current oil can generally serve older engines if the grade still matches the engine design and climate; compatibility applies to the category, not automatically to the grade.

Climate matters too: hotter climates commonly favor higher "W"-numbers or heavier grades for a cold-start/high-ambient balance; colder climates favor 0W-xx for cranking. The single most important principle: match the OEM's exact requirement — grade, category, and approval code together — and never assume "newer" or "lower-viscosity" is automatically better, or that one spec family substitutes for another without checking backward-compatibility.

What Should a B2B Buyer Include in a Petrol Engine Oil RFQ?

Petrol engine oil is typically exported in standard formats: 1 L HDPE bottles (often boxed in dozens), 4–5 L jerrycans, 20 L pails, 208 L (200 L net) closed-head steel drums, and 1,000 L IBCs (an HDPE bottle in a steel cage); many suppliers offer private-label or custom-branded packaging too.

MOQ is set by the individual supplier and shown on each listing — not a fixed platform-wide number, and no specific figure should be assumed. As a general pattern only: small retail packs (1 L bottles/cartons) trend toward thousands of units per SKU; mid-size packs (4–5 L jerrycans, 20 L pails) trend toward lower hundreds to low thousands; bulk drums (208 L) trend toward tens of drums; bulk IBCs (1,000 L) often carry MOQs as low as single to low double-digit units; private-label packaging typically carries a higher MOQ, driven by label print-run minimums.

On documentation: finished lubricating oils, including petrol engine oil, generally fall under HS heading 2710.19 ("petroleum oils... other than crude; other"); the exact national sub-heading varies by destination and tariff updates — confirm the precise code with a licensed customs broker or the destination's tariff schedule. A complete RFQ should also request a Technical Data Sheet (TDS: grade, API/ACEA/ILSAC claims, KV40/KV100, HTHS, sulfated ash, phosphorus, TBN, pour and flash point), a Certificate of Analysis (CoA: the batch-specific lab result for the shipped lot, distinct from the TDS), and a Safety Data Sheet (SDS, standard 16-section GHS format). Treating any one as a substitute for another is a common, avoidable sourcing mistake; where OE-level assurance is required, request the OEM's dated approval letter separately.

Each listing on the Petrol Engine Oils category shows the supplier's declared spec fields, an indicative price range via the platform's RFQ-based tier-pricing display (not a fixed checkout price), and the MOQ; a "Request a Quote" or "Contact Supplier" action routes the enquiry directly to the supplier that owns the listing.

Altonex Global operates the trade-discovery and RFQ infrastructure connecting export buyers with the suppliers who own these listings — it does not manufacture, test, certify, or sell petrol engine oil, and does not process payment or broker the transaction. Every specification claim and documentation set is the supplier's responsibility; the platform's role is to make declared specs easy to compare and open a direct, documented conversation with the right supplier, not to substitute for a buyer's own technical verification. Explore more sourcing guides on the Altonex Global Knowledge Hub.

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