What engine oil should I use in my GU 4.2 turbo diesel. A particular Nissan dealer uses and recommends Castrol RX........I've been using genuine Nissan oil & filters til now, but is there something better.
What about gearbox, transfer, front & rear diffs.
Dare I say it, but has anyone used the cruiser oil...............
Thanks for your help......
Notice: We request that you don't just set up a new account at this time if you are a previous user.
If you used to be one of our moderators, please feel free to reach out to Chris via the facebook Outerlimits4x4 group and he will get you set back up with access should he need you.
If you used to be one of our moderators, please feel free to reach out to Chris via the facebook Outerlimits4x4 group and he will get you set back up with access should he need you.
Recovery:If you cannot access your old email address and don't remember your password, please click here to log a change of email address so you can do a password reset.
What oil GU turbo diesel 4.2
What oil GU turbo diesel 4.2
Cheers.......4by.
Your engine oil should conform to the jaso dh1 spec. Japanese diesels have different requirements than american and european hence the jaso spec. There was an intesesting thread on this in the patrol forum a few months back. http://autos.groups.yahoo.com/group/Patrol4WD/
i posted this to a perth forum as i am buying in bulk
i got Castrol JMAX for $73 for 20L drums
=========================
Not a lot of people know that TD42's are very fragile when it comes to oil
If the wrong oil is used, the valve train will wear out in no time at all.
As these motors need 11litres per change and minimum 4 changes per year i will be buying 1 of the suitable oils in bulk.
below is the list of available oils in Australia that meet the specs. the list was compiled by someone on the patrol4wd group
===============
TD 42 ENGINE OIL RECOMMENDATIONS
The following recommendations are based on information
supplied by the oil manufacturers. All oils listed meet the
Nissan Japan’s specifications for a minimum concentration of
3000 PPM of Calcium based detergent. The order of the list is
alphabetical and in no way is meant to indicate a preference.
BP Vanellus C4 global
Caltex Delo CXJ
Castrol J-Max
Penrite HPR Diesel 15
Shell Rimula – X
There are several other oil manufacturers producing diesel
engine lubricating oils with between 2600 and 2900 PPM of
calcium based detergents. As these do not meet Nissan Japan’s
specification they have not been included.
i got Castrol JMAX for $73 for 20L drums
=========================
Not a lot of people know that TD42's are very fragile when it comes to oil
If the wrong oil is used, the valve train will wear out in no time at all.
As these motors need 11litres per change and minimum 4 changes per year i will be buying 1 of the suitable oils in bulk.
below is the list of available oils in Australia that meet the specs. the list was compiled by someone on the patrol4wd group
===============
TD 42 ENGINE OIL RECOMMENDATIONS
The following recommendations are based on information
supplied by the oil manufacturers. All oils listed meet the
Nissan Japan’s specifications for a minimum concentration of
3000 PPM of Calcium based detergent. The order of the list is
alphabetical and in no way is meant to indicate a preference.
BP Vanellus C4 global
Caltex Delo CXJ
Castrol J-Max
Penrite HPR Diesel 15
Shell Rimula – X
There are several other oil manufacturers producing diesel
engine lubricating oils with between 2600 and 2900 PPM of
calcium based detergents. As these do not meet Nissan Japan’s
specification they have not been included.
08 340kw HSV Maloo 6.2L
John Roly
Melbourne Again
John Roly
Melbourne Again
roly wrote:i posted this to a perth forum as i am buying in bulk
i got Castrol JMAX for $73 for 20L drums
=========================
Not a lot of people know that TD42's are very fragile when it comes to oil
If the wrong oil is used, the valve train will wear out in no time at all.
As these motors need 11litres per change and minimum 4 changes per year i will be buying 1 of the suitable oils in bulk.
below is the list of available oils in Australia that meet the specs. the list was compiled by someone on the patrol4wd group
===============
TD 42 ENGINE OIL RECOMMENDATIONS
The following recommendations are based on information
supplied by the oil manufacturers. All oils listed meet the
Nissan Japan’s specifications for a minimum concentration of
3000 PPM of Calcium based detergent. The order of the list is
alphabetical and in no way is meant to indicate a preference.
BP Vanellus C4 global
Caltex Delo CXJ
Castrol J-Max
Penrite HPR Diesel 15
Shell Rimula – X
There are several other oil manufacturers producing diesel
engine lubricating oils with between 2600 and 2900 PPM of
calcium based detergents. As these do not meet Nissan Japan’s
specification they have not been included.
Where do you get your JMAX 20L drums from, if you don't mind me asking?
KRiS
Hey Roly, I didn't know that the TD42 was fragile when it came to oil. With reports that alot of them travel thousands of k's I wonder how many people use the wrong oil and how many more k's would it do with the right stuff.
Did the oil manufacturers do a test on the TD42 and come up with this report?
At that price looks like i'll be heading down to Coburg Truck Parts....thanks Roly..........
Did the oil manufacturers do a test on the TD42 and come up with this report?
At that price looks like i'll be heading down to Coburg Truck Parts....thanks Roly..........
Cheers.......4by.
My take on the situation and a little bit of history.
Firstly, there are various organisations around the world that set standards to which various lubricants should meet.
In the US it is the API, a body funded by the lubricants industry, in Europe they have the ACEA which are manufacturer based, Japan has the JASO, there are also various individual manufacturer certifications for different engines, EG Mack, Caterpillar Cummins, Mercedes, Volvo, Nissan, etc. and now there is an effort to tie it into a global body with the Global DHD spec.
It can get bloody confusing !
Most oils available in Oz have traditionally used API certifications due to the oil companies being US based/focused, and most heavy duty diesels being US sourced.
In the early nineties, due to tightening emissions regulations, US heavy diesel manufacturers substantially redesigned their engines, including moving the rings closer to the piston crown, resulting in oils being substantially re-formulated with lower detergency/dispersancy and lower sulfated ash levels.
This was when the API 'upgraded' their spec from CF-4 to CG-4 in the early/mid nineties, however problems started to show up in Jap diesels with accelerated valve train wear.
Immediately all the Jap manufacturers specified API CF-4 oils only be used in their engines to comply with warranty.
The API responded a while later with a reformulated CG-4 spec, then came CH-4, CI-4 and now CI-4+.
There have been enormous improvements in lubrication technology in the last ten years, and with most nearly all modern formulated oils, the valve train wear problem was solved.
Generally speaking, API spec oils also comply with various ACEA, JASO and Global specs, yet the Jap manufacturers refuse to recognise these because a lot of these oils still list CH-4 on their labels, (as well as the prior CF-4, CF, CD etc) and even though they comply to the relevant current JASO (japanese) specs.
In my view a totally head in sand attitude. What they can't seem to get their heads around is that it is possible to meet all the seemingly conflicting requirements of US, Euro and Jap engines with the modern additive packages available to the blenders and manufacturers. Detergency levels have again been increased, and additives such as magnesium, boron phenolates, phosphates and sulfonates such as alkylbenzene sulfonic acids, alkylphenol sulfides, alkylsalacyclic acids; all lift deposits from surfaces to keep them suspended, just like, or better than Calcium.
Japanese manufacturers counter with the claim they need high detergency, low dispersency oils, claiming that high dispersency oils mean more soot in the oil, which will increae valve train wear, wheras with a low dispersency oil, the filter wll catch the aggromolated soot. The flaw in this argument is that most nearly all full flow filters have a nominal filtration level of 20-30 micron, that is they only capture 50% of 20-30 micron particles in a multi pass test, yet it is generally accepted most wear occurs at @ the 10 micron level. If the soot is allowed to aggromolate to a 20 micron size, to enable the filter to capture it, it would stuff your engine in no time. Surely it would be better to disperse it and keep it at its sub micron size, as long as the level doesn't exceed 2-3% by volume ?
To give an example, I'm running Mobil Delvac 1 in a TD42T, an oil that would totally void warranty as it has too many 'new' specifications that it meets, although it also lists CF-4 on its label !. I've confirmed this over the phone with Nissan.
In doing oil analysis, we've found it to give us significantly less iron (Fe) in samples than the previously used Fuchs CF-4 oil to comply with warranty. Bear in mind the Fuchs oil was giving us excellent results as well. The iron numbers dropped from an average of 6ppm @ 5 000km (very low) to 3ppm @ 5 300km. Chromium, copper, etc are also all lower with the 'out of spec' oil. If we were going to get accelerated valve train wear, it would show up in these numbers first.
As a consequence, I've upped the oil drain/filter change interval to 15 000km. If I'm using the expensive stuff, I'm going to get my money's worth, and the results show it's safe well past this point as well.
The Jap engine manufacturers appear to be well behind the state of the art in modern lubrication, and refuse to acknowledge what the majors like Caltex have proven with their own fleets.
Normally I'd say stick to what the manufacturer recommends in oil specs, as major manufacturers like Detroit Diesel and Cat spend umpteen $ proving what is best, but in this case I reckon you are pretty safe using whatever lubricant a major oil company recommends.
Just my $0.02
Firstly, there are various organisations around the world that set standards to which various lubricants should meet.
In the US it is the API, a body funded by the lubricants industry, in Europe they have the ACEA which are manufacturer based, Japan has the JASO, there are also various individual manufacturer certifications for different engines, EG Mack, Caterpillar Cummins, Mercedes, Volvo, Nissan, etc. and now there is an effort to tie it into a global body with the Global DHD spec.
It can get bloody confusing !
Most oils available in Oz have traditionally used API certifications due to the oil companies being US based/focused, and most heavy duty diesels being US sourced.
In the early nineties, due to tightening emissions regulations, US heavy diesel manufacturers substantially redesigned their engines, including moving the rings closer to the piston crown, resulting in oils being substantially re-formulated with lower detergency/dispersancy and lower sulfated ash levels.
This was when the API 'upgraded' their spec from CF-4 to CG-4 in the early/mid nineties, however problems started to show up in Jap diesels with accelerated valve train wear.
Immediately all the Jap manufacturers specified API CF-4 oils only be used in their engines to comply with warranty.
The API responded a while later with a reformulated CG-4 spec, then came CH-4, CI-4 and now CI-4+.
There have been enormous improvements in lubrication technology in the last ten years, and with most nearly all modern formulated oils, the valve train wear problem was solved.
Generally speaking, API spec oils also comply with various ACEA, JASO and Global specs, yet the Jap manufacturers refuse to recognise these because a lot of these oils still list CH-4 on their labels, (as well as the prior CF-4, CF, CD etc) and even though they comply to the relevant current JASO (japanese) specs.
In my view a totally head in sand attitude. What they can't seem to get their heads around is that it is possible to meet all the seemingly conflicting requirements of US, Euro and Jap engines with the modern additive packages available to the blenders and manufacturers. Detergency levels have again been increased, and additives such as magnesium, boron phenolates, phosphates and sulfonates such as alkylbenzene sulfonic acids, alkylphenol sulfides, alkylsalacyclic acids; all lift deposits from surfaces to keep them suspended, just like, or better than Calcium.
Japanese manufacturers counter with the claim they need high detergency, low dispersency oils, claiming that high dispersency oils mean more soot in the oil, which will increae valve train wear, wheras with a low dispersency oil, the filter wll catch the aggromolated soot. The flaw in this argument is that most nearly all full flow filters have a nominal filtration level of 20-30 micron, that is they only capture 50% of 20-30 micron particles in a multi pass test, yet it is generally accepted most wear occurs at @ the 10 micron level. If the soot is allowed to aggromolate to a 20 micron size, to enable the filter to capture it, it would stuff your engine in no time. Surely it would be better to disperse it and keep it at its sub micron size, as long as the level doesn't exceed 2-3% by volume ?
To give an example, I'm running Mobil Delvac 1 in a TD42T, an oil that would totally void warranty as it has too many 'new' specifications that it meets, although it also lists CF-4 on its label !. I've confirmed this over the phone with Nissan.
In doing oil analysis, we've found it to give us significantly less iron (Fe) in samples than the previously used Fuchs CF-4 oil to comply with warranty. Bear in mind the Fuchs oil was giving us excellent results as well. The iron numbers dropped from an average of 6ppm @ 5 000km (very low) to 3ppm @ 5 300km. Chromium, copper, etc are also all lower with the 'out of spec' oil. If we were going to get accelerated valve train wear, it would show up in these numbers first.
As a consequence, I've upped the oil drain/filter change interval to 15 000km. If I'm using the expensive stuff, I'm going to get my money's worth, and the results show it's safe well past this point as well.
The Jap engine manufacturers appear to be well behind the state of the art in modern lubrication, and refuse to acknowledge what the majors like Caltex have proven with their own fleets.
Normally I'd say stick to what the manufacturer recommends in oil specs, as major manufacturers like Detroit Diesel and Cat spend umpteen $ proving what is best, but in this case I reckon you are pretty safe using whatever lubricant a major oil company recommends.
Just my $0.02
300Tdi Defender 130 CC
Me too.......sounds interesting........
With all the different oil companies and oil brands its good to know which is the right one for your vehicle.
So Rick130 it sound like your switched on with this topic and to confirm, does that mean that Mobil Delvac 1 is one of the best oils to use in the TD42 along with the options of Roly's choice...........??????????????
With all the different oil companies and oil brands its good to know which is the right one for your vehicle.
So Rick130 it sound like your switched on with this topic and to confirm, does that mean that Mobil Delvac 1 is one of the best oils to use in the TD42 along with the options of Roly's choice...........??????????????
Cheers.......4by.
4by wrote:Me too.......sounds interesting........
With all the different oil companies and oil brands its good to know which is the right one for your vehicle.
So Rick130 it sound like your switched on with this topic and to confirm, does that mean that Mobil Delvac 1 is one of the best oils to use in the TD42 along with the options of Roly's choice...........??????????????
i know of another guy in darwin running delvac 1 in his 2004 TD42Tdi he has been getting it analysed and reckons he'll get over 20,000kms between changes.
however delvac 1 is a fully synthetic and costs more $$$
once my ute has a few kms on it i'll might go down this path, just waiting to see what happens with the above mentioned one before i jump on it
08 340kw HSV Maloo 6.2L
John Roly
Melbourne Again
John Roly
Melbourne Again
have a read here , this is the main part of discussion of many owners and a few experts ont h subject in patrol4wd yahoo
http://forum.patrol4wd.org/phpBB2/viewtopic.php?t=931
http://forum.patrol4wd.org/phpBB2/viewtopic.php?t=931
08 340kw HSV Maloo 6.2L
John Roly
Melbourne Again
John Roly
Melbourne Again
I went down to buy some Castrol J-Max for my 4.2 turbo. They asked for which vehicle and looked in their latest Castrol catalogue which said that the J-max is not the right oil......they said Magnatec synthetic at $145.00 for 20l is the right one.
They said you can run Castrol RX in the GQ and if you have a new 4.2 Castrol don't have a oil to suit as there is something different in the engine which Castrol oil wont suit.......................
NOW I'M CONFUSED.........who has it right..........
They said you can run Castrol RX in the GQ and if you have a new 4.2 Castrol don't have a oil to suit as there is something different in the engine which Castrol oil wont suit.......................
NOW I'M CONFUSED.........who has it right..........
Cheers.......4by.
Tried to buy some oil and had no luck.......Most of these oil manufacturers dont make it easy to buy their products locally and their retail fuel stops don't seen excited about trying to help either.
Caltex CXJ is available in Dandenong.....too far for me to go. $84 for 20l.
Only Caltex oil available locally is Delo Silver or Gold Multi but I'm not sure if this is suitable as per Roly's 3000ppm
Castrol J Max available locally but doesn't suit the non intercooled 4.2 turbo.
Shell Rimula X isn't available locally, and the stores that sell Shell don't carry Rimula X.
Couldn't find Penrite HPR Diesel 15. Could find plenty of Diesel Light, but again does this suit.......3000ppm
BP Vanellus C4 Global is available locally at BP truckstops but $95 for 20l sound expensive.
So what I can get locally is:
Penrite Light Diesel
Caltex Gold Multigrade
Caltex Silver Multigrade
Fuchs Universal HD 1540
Are any of there suitable for the 4.2 turbo diesel non intercooled.........
Caltex CXJ is available in Dandenong.....too far for me to go. $84 for 20l.
Only Caltex oil available locally is Delo Silver or Gold Multi but I'm not sure if this is suitable as per Roly's 3000ppm
Castrol J Max available locally but doesn't suit the non intercooled 4.2 turbo.
Shell Rimula X isn't available locally, and the stores that sell Shell don't carry Rimula X.
Couldn't find Penrite HPR Diesel 15. Could find plenty of Diesel Light, but again does this suit.......3000ppm
BP Vanellus C4 Global is available locally at BP truckstops but $95 for 20l sound expensive.
So what I can get locally is:
Penrite Light Diesel
Caltex Gold Multigrade
Caltex Silver Multigrade
Fuchs Universal HD 1540
Are any of there suitable for the 4.2 turbo diesel non intercooled.........
Cheers.......4by.
4by, I'm using J-Max (courtesy of Roly!4by wrote:Tried to buy some oil and had no luck.......Most of these oil manufacturers dont make it easy to buy their products locally and their retail fuel stops don't seen excited about trying to help either.
Caltex CXJ is available in Dandenong.....too far for me to go. $84 for 20l.
Only Caltex oil available locally is Delo Silver or Gold Multi but I'm not sure if this is suitable as per Roly's 3000ppm
Castrol J Max available locally but doesn't suit the non intercooled 4.2 turbo.
Shell Rimula X isn't available locally, and the stores that sell Shell don't carry Rimula X.
Couldn't find Penrite HPR Diesel 15. Could find plenty of Diesel Light, but again does this suit.......3000ppm
BP Vanellus C4 Global is available locally at BP truckstops but $95 for 20l sound expensive.
So what I can get locally is:
Penrite Light Diesel
Caltex Gold Multigrade
Caltex Silver Multigrade
Fuchs Universal HD 1540
Are any of there suitable for the 4.2 turbo diesel non intercooled.........
) in my 2002 TD42T and am rapt! Oil pressure for one seems better (without specific figures to prove) than the Shell Rimula-x I used before.What prompted your statement that J-Max doesn't suit the TD42T??
Cheers
Andy
[color=red]Pardon????? [/color]
[b]'02 TD42T thing with other things[/b]
Andy
[color=red]Pardon????? [/color]
[b]'02 TD42T thing with other things[/b]
I WORK FOR THE LOCAL MACK DEALER AND ARE A
SHELL IN GEAR REGISTERD WORKSHOP,
WE BUY SHELL RIMULA-X BY THE 205L( A COUPLE PER WEEK.)
SO, IF YOU HAVE A CONTAINER AND A SMILE YOUR LOCAL TRUCK
REPAIRER WITH THE SAME OIL,MIGHT SELL YOU DIRECT FROM THE
DRUM AT THE BULK PRICE.???
MAYBE WORTH A TRY.
CHEERS IAN.
SHELL IN GEAR REGISTERD WORKSHOP,
WE BUY SHELL RIMULA-X BY THE 205L( A COUPLE PER WEEK.)
SO, IF YOU HAVE A CONTAINER AND A SMILE YOUR LOCAL TRUCK
REPAIRER WITH THE SAME OIL,MIGHT SELL YOU DIRECT FROM THE
DRUM AT THE BULK PRICE.???
MAYBE WORTH A TRY.
CHEERS IAN.
GQ LWB TD42 Turbo,(ps.water does not compress.)
I went down to buy some Castrol J-Max for my 4.2 turbo non intercooled. They asked for which vehicle and looked in their latest Castrol catalogue which said that the J-max is not the right oil......they said Magnatec synthetic at $145.00 for 20l is the right one.
They said you can run Castrol RX in the GQ and if you have the GU 4.2 Castrol don't have a oil to suit as there is something different in the engine which Castrol oil wont suit.......................
They said you can run Castrol RX in the GQ and if you have the GU 4.2 Castrol don't have a oil to suit as there is something different in the engine which Castrol oil wont suit.......................
Cheers.......4by.
bzzzzzzt wrong.4by wrote:I went down to buy some Castrol J-Max for my 4.2 turbo non intercooled. They asked for which vehicle and looked in their latest Castrol catalogue which said that the J-max is not the right oil......they said Magnatec synthetic at $145.00 for 20l is the right one.
They said you can run Castrol RX in the GQ and if you have the GU 4.2 Castrol don't have a oil to suit as there is something different in the engine which Castrol oil wont suit.......................
the list i posted was compiled by smeone n the oil industry who called the tech lines of companies to ensure they specifically met the requirements listed by nissan.
08 340kw HSV Maloo 6.2L
John Roly
Melbourne Again
John Roly
Melbourne Again
Who is online
Users browsing this forum: No registered users and 3 guests