What Type Of Oil For Ford F250 Diesel?

  • Ford Motor Company recommends Motorcraft SAE 15W-40 Super Duty Diesel Motor Oil as a high-quality light and heavy-duty diesel engine oil. It’s especially suggested for Ford vehicles with Power Stroke Diesel engines, as well as other diesel engine applications where the manufacturer specifies this viscosity grade and quality. It complies with Ford WSS-M2C171-F1, which specifies that it must be used in Power Stroke Diesel engines that are designed to satisfy 2017 on-highway exhaust pollution standards and require ultralow sulfur diesel fuel, as well as earlier model year diesel engines.
  • SAE 15W-40 Super Duty Diesel Motor Oil from Motorcraft is a high-quality diesel engine oil made with premium hydroprocessed base oils and proprietary additive technology. It meets Ford Motor Company’s warranty criteria, as well as those of most other local and international diesel engine manufacturers. It complies with Cummins CES 20086, Detroit Diesel 93K222, Volvo VDS-4.5, Mack EOS-4.5, and API Service CK-4 specifications.
  • SAE 15W-40 Super Duty Diesel Motor Oil from Motorcraft is formulated for increased oxidation prevention and contains more than 1,000 ppm phosphorous for improved wear protection. Designed for low-emission diesel engines, it provides excellent soot management, protection from wear, deposits, rust and corrosion, foaming, sludge formation, high-temperature oxidation and thickening, and protection for exhaust aftertreatment systems including particulate filters. It also performs admirably in older-generation diesel engines that run on high-sulfur gasoline.
  • Above 20 degrees Fahrenheit (7 degrees Celsius), Motorcraft SAE 15W-40 Super Duty Diesel Motor Oil is recommended for use in 7.3L, 6.4L, 6.0L, and 6.7L Powerstroke diesel engines.

Note: Bulk SAE 15W-40 Super Duty Diesel Motor Oil is available at a significant discount. Bulk oil products are environmentally friendly. For more information, contact your FCSD Aftermarket Account Manager or a Motorcraft Bulk Oil Distributor.

Is it OK to run 15w40 in 6.7 Powerstroke?

Become a Premium Member. In 90% of all temperature ranges, 15w-40 oil would suffice for the 6.7l. However, as the temperature drops below zero, the synthetic shines brightly. I would, however, consult your owner’s manual.

How much oil does a 6.7 f250 take?

The overall oil capacity of the Ford 6.7L powerstroke engine is 13 quarts, including the capacity of the oil filter. Normal-usage trucks and vehicles with a 6.7 powerstroke engine should use oil with a 10w-30 rating.

Can I use 15w40 instead of 10w30?

There are several viscosity grades to choose from, and thinner motor oils are becoming increasingly popular. The OEM-recommended viscosity grades are the first item to think about. If your engine is stock, conform to the specifications that the engineers used while designing and developing it. Most engines will accept a variety of viscosity classes, allowing you to choose the one that best suits your equipment’s application. If your engine has been modified, knowing about it might help you make the best decision. Let’s take a closer look so this isn’t just a coin toss.

To begin, there are two forms of viscosity: kinematic and dynamic viscosity. The numbers we’re all familiar with on a container of oil are used to describe kinematic viscosity. A kinematic viscosity grade is usually made up of a single number (mono viscosity grade) or two numbers separated by a dash (multi viscosity grade). We’ll stick to the two-number approach because most heavy-duty oil has multi viscosity. The cold temperature viscosity is represented by the first number on the left (15 in this case), which also bears the letter “W.” (which stands for winter, engineers are so creative). The kinematic viscosity at a standard engine operating temperature, usually 100 degrees C, is represented by the second number to the right (40 in this example). The thinner the oil, the lower the kinematic viscosity number. In frigid conditions, for example, a 5W-40 oil will be thinner than a 15W-40 oil, but at normal operating temperatures, both oils will flow the same. When comparing a 10W-30 to a 15W-40, the 10W-30 will be thinner at both low and high temperatures, with less resistance to flow. Keep in mind that corn syrup is high and corn liquor is low.

That’s kinematic viscosity in a nutshell. Let’s move on to the most recent API rating. How come CK oils have a different viscosity than FA oils, despite the fact that they are both 10W-30? Temperature, pressure, and the speed at which you shear it are all factors that influence viscosity (which relates to engine speed). We work mostly at atmospheric pressure or somewhat higher, so we can consider that a constant. The temperature rises from ambient to the regular working temperature of the engine, which is normally approximately 100 degrees Celsius. As a result, the most important variable is speed. The kinetic viscosity is measured at an extremely slow speed, with just gravity acting on it. The SAE grade is determined by three dynamic viscosity tests. Cold Cranking Viscosity, CCS, performed at high speed (shear), and Mini Rotary Viscosity, MRV, performed at low speed (shear). The High Temperature High Shear (HTHS) viscosity is the most frequent dynamic viscosity utilized to increase fuel economy. We now have the technology in oil to modify the viscosity so that it behaves differently when speed changes, which will aid us in meeting the demands of today’s sophisticated engines.

The choice is between lower viscosity to reduce pumping and shearing losses versus floating the crankshaft on a wedge of oil to protect it from hitting the bushings (the technical term is hydrodynamic lubrication.) Oil with a lower viscosity decreases parasitic losses, resulting in better fuel efficiency and power. Parasitic losses are items that put a strain on the engine’s power, similar to a parasite or a leach. Isn’t it a nice mental image now? Pumping and shearing viscosity is easier with lower viscosity. As a result, several heavy-duty lubricants are switching from 15W-40 to 10W-30. If the engine is designed and built to use a 10W-30 instead of a 15W-40, it can enhance fuel economy and power. The difference in pumping is easy to understand, but what about shearing oil? When the crank slides across the wedge of oil delivered by your oil pump inside the bearings, hydrodynamic lubrication is created. It takes more energy to move something that is thicker. Consider tossing a baseball into the sea. The amount of work isn’t much different than doing it in air if you go through the action slowly (kinematic). However, when you try to throw it quicker, the force required increases at a greater pace than your arm’s speed (dynamic). Consider how much more difficult it would be in corn syrup than in water. Crankshafts and other moving engine parts must shear the oil, which is the same problem we see with parasitic losses in engines. And the less energy we waste, the slower it is sheared or the thinner the oil is. This is why heavy-duty engines’ cruising speeds have been steadily decreasing in order to reduce parasitic losses and increase fuel economy.

Power is influenced by the same elements that influence fuel economy. However, if the viscosity is reduced further, the oil will become too thin to prevent the crank from rubbing against the bushings during operation. Then the engine’s life and durability begin to deteriorate. To comprehend the required thickness, we must first learn about the Lambda ratio, which is a term used by engine designers. First, let’s look at the hardware. The viscosity of the oil, the area of the bushing touching the crankshaft, and the force pressing the connecting rod all influence the distance between the journal bearings and the crankshaft. The upper bushing on the connecting rod and the lower bushing in the main bearings are the first to show wear due to the piston’s loading through the connecting rod. The connecting rod tries to push the crankshaft out of the bottom of the block due to the combustion force.

Let’s consider Lambda as a ratio of oil thickness, stress on the bushing, and asperity height to keep things simple. We’ve already specified all of those variables except asperity height, so let’s get started with that. Even highly smooth surfaces on machined objects are not that smooth when examined closely. It seems to reason that the rougher the surfaces, the more oil thickness is required to keep them from colliding. The less oil film we need to prevent rubbing, the smoother the crankshaft can be. Engine makers may be able to use thinner oils due to improvements in manufacturing procedures such as burnishing, polishing, and super finishing of crankshafts.

However, in order to improve fuel economy, engine designers increase cylinder pressure, which increases the stress on the connecting rod, making the oil coating thinner. Lowering the engine’s speed allows it to shear the oil more slowly, resulting in increased fuel economy and lower carbon emissions (Remember throwing the baseball underwater). At the same time that the engine is utilizing thinner oil for better fuel economy, the connecting rod is experiencing increased force, which in the past would have required heavier oil. This is made possible by advanced manufacturing techniques, and we collaborate closely with engine manufacturers to achieve the ideal combination of economy and durability.

Now, a brief note to all of you who have diesel engines with chips or high-performance upgrades. We would not advocate a lower viscosity oil because it raises cylinder pressures much above the manufacturer’s specified limits. If the adjustments you’ve made don’t involve improved surface finishing techniques, you should at the very least give your bearings some 15W-40 love.

Going to a 10W-30 CK oil in a commercial fleet with good fuel economy is a positive move for fuel economy. If engine durability is more important to you, and you drive engines to the end of their useful lives, and a few percentage points of fuel economy isn’t a big deal, 15W-40 is the way to go. Choose the proper viscosity, and your engine will reward you by continuing to work.

What oil does a 2018 6.7 Powerstroke take?

The oil capacity of the 2018 Ford F-250 with the A6. 7l Powerstroke engine is 13 US quarts. It is suggested that you use 10w30 oil. Oil keeps the moving parts of your car’s engine cool and lubricated, preventing wear and damage.

How often should I change the oil in my 6.7 Powerstroke?

  • Oil and Filter – Oil change service intervals should be conducted every 7,500 miles or as directed by the instrument cluster message center.
  • Fuel Filter Replacement – Replace every third oil change, or every 15000 miles (24,140 km), whichever comes first, or as directed by the message center.
  • Coolant Check/Change – First change at 105,000 miles or 72 months, then every 45,000 miles after that.

Does Ford recommend synthetic oil?

With a synthetic motor oil recommended by Ford Motor Company, you can help keep the engine in your Ford or Lincoln car working at its best. Synthetic oil is designed to provide additional lubrication and improved performance in your Ford or Lincoln’s engine.

Is Rotella T6 approved by Ford?

Three Shell ROTELLA heavy-duty engine oils have been approved by Ford for use in Ford diesel vehicles. Ford Material Engineering Specification WSS-M2C171-F1 is met by Shell ROTELLA T4 15W-40 Triple Protection, Shell ROTELLA T5 10W-30 Synthetic Blend, and Shell ROTELLA T6 5W-40 Full Synthetic.