The change in VIO for Renault and Peugeot is also accompanied by an increase in average engine oil capacity, with the shift to SUVs and the increased sales of Vans. For Renault average sump capacity has grown by almost 10% from 5.2L in 2011, to 5.7L by 2020, and Peugeot has grown from 4.5L to 4.7L. MB and BMW however, have seen a decline due to the switch being from large saloons typified by the C and E-Class and 5 and 7 series, to SUVs which have a similar but generally smaller capacity. Toyota, Hyundai and KIA equally see average engine oil capacities reduce, partly due to the popularity of their compact models and partly due to general engine size reduction and improved efficiency.
new 508.00 grade being specified as the only grade to be used on most petrol engine models from 2019 onwards. PSA B71 2312 is the top grade now as it is specified on all Peugeot petrol and diesel engines. Renault, for example, uses its own specifications but also the low ash ACEA specifications C3 and C5 as alternates much more, so its own low ash grade RN17 is only the 14th highest in VIO for the last 3 years, but has grown by over 200% pts and is now the pre-dominant Renault specification. In the parc overall the RN0710 and RN0720 still are the largest in potential oil volume, but are declining:
Figure 3: Analysis showing all Renault specifications plotted against VIO change 2016-2020 vs 2011-2015 and average engine oil capacity. Bubble size denotes size of engine oil volume. Source: Oats.
Figure 2: Analysis of engine oil capacities for specified OEMs in the total European parc. 2005 includes all years before 2005. Source: Oats.
Lubricant Specifications Taking firstly the parc as a whole, what is perhaps surprising is that despite the dominance of the European OEMs, two of the top five specifications are the API grades SL and SM. The other three, unsurprisingly, are VW 507.00 and 502.00 and PSA B71 2312. The ACEA grade with the highest VIO and potential volume is A5/B5, which is in just over 7% of the parc compared to A3/B3 and A1/B1 which are circa 5% each, A1/B1 now being obsolete. Why SL is the number one grade by VIO is down to its use by all the Asian OEMs, even in models running up to 2020 long after the switch to SN. Our VIO data does not cover the introduction of SP, but this has only just started appearing in late 2021.
If we shift our focus to the last 3 years, the picture changes, with SN replacing SL in the top five, and VW 508.00 and 504.00 replacing the other VW grades due to the switch away from diesel engines, and the
Looking at one of the other major OEMs, Ford, which predominately uses its own grades, its diesel specification M2C952A1 used on the Ecosport, Kuga, Puma and Tourneo and Transit vans has only been around for 4 years but accounts for 1.4m litres potential volume already. The well-established petrol spec M2C948B, used across most of the passenger car model series, reached its peak in 2018 in % of VIO but accounts for a whopping 40m litres. The largest volume specification the M2C913D, worth 67m litres, is declining significantly in favour of the other two specifications. This is because it was predominately designed for diesel engines, but not for vans, and with the shift away from diesel on passenger cars and the newer M2C952A1 grade having lower viscosity, low ash and formulated for LSPI, M2C913D is used far less for later models.
Fiat is very different to the other major mainstream OEMs in having a much larger number of specifications, partly as a result of its acquisition of Chrysler but also due to the diverse nature of the Group. In terms of diesel engine grades, the main specifications in the parc over the last 5-10 years are Fiat’s 9.55535-DSX and 9.55535-DS1 – DSX on the 500 series, Doblo and Tipo and DS1 which accounts for the greater potential volume on the 500 series, Doblo, Ducato, Fiorino, Panda, Punto and Qubo. For petrol engines, 9.55535-S2 is still the largest Fiat spec worth 21.3m litres but it is on the decline, as is
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