Motor oils are designed to lubricate your engine parts, separating and lubricating moving parts, reduce friction, clean, cool, and protect the engine, enhance fuel economy and in some cases even help to protect the emissions system. In other words, modern motor oils do a lot more than just lubricate.

You may find all the properties of the Xtreme lubricants clearly stated in the technical datasheets available online the PRODUCTS section.

Lubricants are a mixture of base oils and additives. These are carefully selected and skilfully blended to enable the oil to provide maximum protection for your engine.

The additives include dispersants, detergents, anti-wear additives, friction-modifying, antioxidants, anti-foam additives, and corrosion inhibitors, viscosity index improvers, pour point depressants, and more.

The base oils can be mineral, synthetic or a combination of them:

1. Mineral oils are produced by untreated mineral refining (Group I), see Xtreme mineral based motor oils: SYNT & MINERAL; MONOGRADE  and MonteCarlo,
2. Semi-synthetic oils, synthetic-based oils or synthetic technology oils are a blend of oils produced by untreated mineral refining (Group I) and composed of oils produced by mineral refining with hydrocracking chemical treatment (Group III), see Xtreme synthetic motor oils and MonteCarlo,
3. 100% synthetic oils are oils fully produced by mineral refining with chemical treatment (Group III), see Xtreme 100% synthetic motor oils: 100% SYNT LOW SAPS; 100% SYNT and MonteCarlo,
4. Premium oils are lubricants with 100% synthetic molecules, as PAOs and esters (Group IV and V) without any mineral refining, see Xtreme PREMIUM motor oils and MonteCarlo.

Motor Oils Composition

In a word, yes. It really is that simple. Synthetic oils protect better than the best conventional, mineral-based oils, particularly at temperature extremes.

It flows easier in cold weather, therefore no loss of prime when the oil is cold. Also, it is highly resistant to viscosity breakdown (the ability of the oil to flow easily in all temps) from heat, friction, chemical contaminants.

Synthetic oils accentuate certain properties (anti-wear, anti-pollution, anti-corrosion, etc.) and are appropriate for the most demanding and high-performance engines, and for extreme conditions (high temperatures, high pressure).
Synthetic oils provide far superior performance in terms of use and lifetime than mineral oils: synthetic oil change frequency is lower than regular oil change frequency.

On the other hand, synthetic oil can have a few drawbacks as well: it flows easily, therefore synthetic oil is not recommended for use in high mileage engines, and it costs more than mineral oils although it lasts longer (therefore switching to synthetic oil might be more expensive but with a higher return on investment on the long term).

Used motor oils can be treated to remove the contaminants and impurities in order to be regenerated and to restore their original properties. It is a complex process, but the result is an eco-friendly alternative to the new virgin base oils.

The recycling process has experienced huge improvements in the last decade. The dark colour or unpleasant smell of regenerated oil is an old story that cannot be told anymore. Nowadays, perfectly restored oils contributing to the well-being of our planet are available.

Italy is the European leader in the treatment of exhaust oils: 98% of the used oils is collected and 90% of it is regenerated.

AxxonOil recognise the importance of defending the environment and our Research and Development department has worked on formulating a new generation of green additives starting from exhaust oils. Read more on the NANOIL project here.

From the early 2- or 3-speed automatic transmissions, technology has evolved to much more complex systems.
Some models today use 8- or 9-speed transmissions, evolved from the 7G-Tronic, while the industry is already looking toward 10-speed systems for even smoother and more efficient driving.
The main difference between lubricants for 7-, 8-, or 9-speed transmissions and those for fewer-speed transmissions lies in viscosity and thermal stability, as well as the specific formulation required by multi-speed systems.
These oils stand out for their lower viscosity—which improves efficiency and reduces energy loss—and their greater thermal resistance, needed to cope with the high temperatures generated by these systems.
They are also formulated for more precise friction control, ensuring smooth and vibration-free gear shifts.
Furthermore, they must be highly compatible with advanced materials and seals, meeting the very strict specifications set by manufacturers.
In contrast, fluids for simpler transmissions are generally more robust and focused on protection, with fewer requirements for precision and thermal stability.
AxxonOil has developed a complete range of automatic transmission fluids, from classic Dexron II, III, and VI to modern ATF 236.14 and 236.15, ATF 8 SPEED and ATF 9 ULV, including DSG/DCT fluids for dual-clutch transmissions and CVTs for continuously variable transmissions. You can find them here.

Antifreeze or coolant is essential for the proper operation of a car engine, as it regulates temperature by preventing both overheating and freezing of the cooling system and transfers heat to the radiator. It also protects the engine’s metal parts from corrosion and deposit buildup.

Coolants differ mainly in their chemical composition and the technologies used, making them suitable for various needs and engine types.

G11, formulated with silicate-based inhibitors, offers effective protection for cast iron and aluminum engines and is mainly used in older vehicles.

G12/G12+ use Organic Acid Technology (OAT), providing targeted corrosion protection and maintaining fluid stability over time.

G12++ is based on silanized organic acid technology (OAT), which broadens its application range, even in more advanced systems of both light and heavy vehicles.

G13 features a glycerin-based formulation developed with a focus on environmental sustainability. It is used in modern engines, including hybrids, to ensure reliable thermal performance and compatibility with more sensitive materials.

Each coolant is designed to meet specific technical requirements in line with the needs of different manufacturers.

AxxonOil has developed a full range of coolants, available here.

In our range of lubricating greases, we use different types of soaps, each chosen for specific properties and applications.
Lithium soap, the most common, provides resistance to high temperatures and water and is ideal for many automotive applications.
Calcium soap is especially suitable for high-humidity environments, as it maintains performance under such conditions. AxxonOil offers calcium greases in
green, yellow and red colors.
Complex lithium soap is noted for its high thermal and mechanical stability, making it suitable for applications requiring high performance under extreme stress. Commercial complex lithium greases are typically blue in color.
Complex calcium sulfonate, white in color, provides excellent protection against water and high temperatures and is used in harsh environments, such as heavy industry, work vehicles, and marine applications.
Greases may also include solid additives like molybdenum disulfide (MoS₂), typically combined with lithium soaps, to increase wear resistance and improve performance in high-load, high-temperature conditions.
MoS₂ gives the grease a black color and enhances thermal stability and oxidation resistance.
Each type of soap in our range is selected to meet various protection needs and to offer long-lasting reliability.
You can find the complete list of our greases here.

The viscosity describes the internal friction of fluids and indicates their flow characteristics at low and high temperatures.

The viscosity grades of engine oils are defined by the SAE J300 (Society of Automotive Engineers).

It is composed of a number, then the letter W (that stands for winter) and finally another number. The number preceding the letter W indicates the viscosity at low temperatures. The number following the W represents the viscosity at high temperatures: the higher the warm viscosity, the higher the loads the oil can handle at high temperatures.

Most engine oils available on the market today are multigrade types, designed to ensure effective lubrication even at low temperatures, thus protecting all mechanical components that would otherwise suffer serious damage without proper lubrication. There are also monograde oils, but these are older-concept products, such as mineral oils, or intended for specific uses, for example in suspensions.

SAE Viscosity Grades for Engine Oils Recommended According to External Temperatures:

The SAPS level defines the portion of sulphate ash, phosphorus, and sulphur in engine oils:

• Low SAPS – Low levels of sulphated ash (≤ 0.5%), phosphorus (≤ 0.09%), and sulfur (≤ 0.2%)
• Mid SAPS – limited portion of sulphate ash (‹0,8%), phosphorus (0,07 – 0,09%) and sulphur (‹0,3%) – see Xtreme MID & LOW SAPS product line,
• Full SAPS – High level of sulphated ash (≤ 1.6%), with no specific limits for phosphorus and zinc. This type of oil is not recommended for vehicles equipped with particulate filters (FAP/DPF) or after-treatment systems.

The classification of the API (American Petroleum Institute) describes the quality requirements to be met by engine and transmission oils in the United States.

The current API (American Petroleum Institute) sequences are grouped into S sequences S (SP, SN, SM…) for gasoline engines. S stands for “service”.

The letter C followed by another letter and/or number (CK-4, CJ-4, CI-4…) indicates that the oil is appropriate for diesel engines. C stands for “commercial”.

The second letter in both S and C sequences is assigned alphabetically: the further along we move in the alphabet indicates the latest technology and quality enhancements in motor oils. For instance, SN oils are superior to SM oils in many performance criteria, as well as SM oils are superior to SL oils and so on.

API SN PLUS is a recent standard engine oil specification, specifically developed for turbocharged gasoline direct injection (TGDI) engines, aiming to provide protection against the phenomenon of Low-Speed Pre-Ignition (LSPI).

API SP-RC and SN-RC (Resource Conserving) indicate further optimization for fuel economy compared to standard API SP and SN classifications.

As the operating conditions and engine characteristics fundamentally differ between Europe and the United States, the ACEA (Association des Constructeurs Européens d’Automobiles) introduced its own classification system in the ‘90s. While based on the API classifications, the ACEA sequences focus to a greater extent on the specific lubricant requirements that apply to engines built into European vehicles as well as the respective EURO emission standards. Meeting these requirements also involves the successful completion of test runs for lubricants used in European test engines.

Taking into account the updates introduced by ACEA in 2023 for light-duty vehicles and in 2024 for heavy-duty diesel engines, the following categories are used:

• A (A3, A5, A7) for lubricants for high SAPS gasoline engines,
• B (B4, B5, B7) for those for diesel engines without particulate filter,
• C (C2, C3, C4, C5, C6, C7): for oils intended for gasoline and diesel engines equipped with exhaust after-treatment devices, with low and limited ash content (LOW SAPS and MID SAPS).
• E (E4, E8, E7, E11, F01): for oils intended for heavy-duty diesel engines, where E4 and E7 correspond to a sulphated ash content of ≤ 2.0%, and E8, E11, F01 to a content of ≤ 1.0%. (The E8 and E11 specifications have replaced the E6 and E9 specifications defined in the 2016 ACEA version.)

Yes! Beside the API and ACEA classifications, we have the following most common standards for determining the performance category of oils:

• MIL-L (United States Army Standard),
• DIN (Deutsches Institut fur Normung e.V),
• ISO (International Standard Organisation),
• NLGI (National Lubricating Grease Institute) for greases, see here Xtreme greases 
• and MonteCarlo,
• JASO (Japanese Automobile Standards Organisation) JASO (Japanese Automobile Standards Organisation): used for 2-stroke and 4-stroke motorcycle engines. See the 2T and 4T oils from the Xtreme and MonteCarlo lines.
• MERCON, used for automatic transmission fluids ATFs, see here Xtreme transmission fluids and MonteCarlo,
• DEXRON (General Motors original ATF for automatic transmissions).

Some vehicle manufacturers or OEM (original equipment manufacturers) specify that engine oils must meet a range of stringent requirements before it can be warranted in their engines.

The approval process is long, complex and costly, therefore only some oils producers decide to apply for a specific homologation for only few of their products.

If the lubricant satisfies the requirements tested by the vehicle’s manufacturer, the oil is approved for a specific period.

The most common approvals for passenger cars are Mercedes-Benz, Volkswagen, BMW, Ford, General Motors, Peugeot and Porsche.
After GM sold Opel to the PSA Group in 2017, new specifications were introduced for Opel vehicles.
In fact, from September 1, 2022, a new generation of oils was launched, where Dexos 1/Dexos D and Dexos 1 Gen 2, Dexos 2 specifications were replaced by the Opel OV0401547 specification, which covers different viscosity grades and HTHS requirements:
0W-xx / 5W-xx / xxW-20, 30, and 40, with HTHS values >2.6, >2.9, and >3.5.
See the light-duty engine oils from the Xtreme and MonteCarlo lines.

The main approvals for heavy-duty commercial vehicles are Mercedes-Benz, MAN, Volvo, Renault, Scania, and MTU.

In December 2021, Daimler AG was split into two separate divisions: Mercedes-Benz Group AG, focused on car and light commercial vehicle manufacturing and Daimler Truck Holding AG, focused on heavy commercial vehicle production.

As a result, separate technical specifications have been introduced for each of the new divisions.
Starting from November 2024, updates to the specification nomenclature will only apply to heavy-duty engine oils and transmission fluids, while the specifications for light-duty vehicles will remain unchanged.
For example, the MB 228.3 specification for heavy-duty diesel engines has been replaced by the new code DTFR 15B110.
See the heavy-duty engine oils from the Xtreme and MonteCarlo lines.

First of all, a car manufacturer cannot obligate a manufacturer to use certain lubricants and liquids and other liquids for its vehicles, you can always use the matching Xtreme product.

What a vehicle manufacturer does is providing you guidelines on the specifications of the oil you need to use, but not the viscosity. This can be found in the operating manual of your vehicle. If the same are printed on the labels of the motor oil, then it can be used in your vehicle. However, you may wish to trade up to a better specification engine oil.

Choosing the correct engine oil for a vehicle depends on:

• the car’s type – a high-performance car needs higher performance oil,
• the car’s age – a lot is expected from new technology engines: high performance coupled with fuel efficiency. Advanced oils have been developed to help keep pace with increased engineering demands,
• the driving environment – modern motorway driving and heavy stop-start traffic requires higher quality oils to prevent increased engine wear and tear.

To find the right Xtreme oil, you may use our quick and easy research engine.

Yes! The mixability of the motor oils with one another must be possible in order to guarantee refilling at any time. However, depending on the oil added, the quality and properties of the existing oil are changed.

Yes! The times in which there were special motor oils for diesel engines are long gone. Modern motor oils fulfil both the requirements of gasoline and diesel motors. What’s important in the selection of the right motor oil is much more than the specifications or approvals given by the vehicle manufacturer. If this is printed on the bottle label, then the oil can be used for the respective engine, regardless of whether it’s diesel or gasoline. Find out here how to read the Xtreme labels.

A hybrid engine combines an internal combustion engine with one or more electric motors, optimizing fuel consumption and emissions by alternating or combining the two power sources depending on driving conditions.
The electric motor is ideal for starts and urban traffic, while the combustion engine operates at higher speeds or on longer routes.

Hybrid vehicles require special attention, including in the choice of engine oil.

To ensure high performance and keep emissions low, it is essential to use a lubricant that can effectively protect the engine and resist degradation over time, even under special conditions such as frequent cold starts or long periods of inactivity. Additionally, the oil must have low enough viscosity to support the system’s energy efficiency. For this reason, SAE 0W16, 0W20, or 5W20 grades with API SN RC, SP, or SN+ specifications are typically recommended.

AxxonOil has developed several products specifically designed for next-generation hybrid engines, which you can find here.

Electric vehicles are powered solely by rechargeable batteries and zero-emission motors, with no use of fossil fuels.
They also offer quiet driving and, in some cases, reduced operating costs.
Due to their unique design, electric cars require lubricants formulated very differently from those for traditional engines.

These vehicles use fluids for oil-immersed or dry electric vehicle transmissions, antifreeze liquids, greases, and lubricants designed to ensure high protection against wear and corrosion, assist in heat dissipation, and guarantee safe operation even in contact with electrical components.
These fluids must be compatible with sensitive materials such as copper and polymers, possess dielectric properties to prevent short circuits, and effectively separate water to eliminate electrical conductivity risks.

AxxonOil offers a SAE 0W12 grade lubricant, 100% synthetic and designed to ensure excellent heat control, developed for the latest gasoline engines in hybrid electric vehicles (HEV), including plug-in hybrids (PHEV), and electric vehicles with range extenders (EREVs).

The colour of a motor oil provides no conclusions regarding quality or age. There are chemical additives that superimpose on the actual colour (amber) of the oil and therefore make it appear darker, even when it’s brand new.

Furthermore, sometimes engine oil becomes dark immediately after being changed. As there are soot deposits in the oil circuit particularly in diesel motors, but also in petrol motors, the oil is often coloured black after the first few revolutions of the motor. However, this is no reason to panic, as the oil is doing what it should: it is cleaning! While doing so, it is absorbing the soot deposits in the motor and then transporting it to the oil filter.

The standard durability in small containers is five years – assuming it is sealed, stored in a dry place at temperatures between + 5 °C and + 30 °C and is not in direct sunlight. All Xtreme and MonteCarlo products bottles are capped with a foil seal for extra safety and durability.

You should change your oil and filter at or before the end of oil-change intervals indicated by your vehicle manufacturer. These are based on distance travelled or time. Regular oil changing helps to keep your engine oil in good condition and provides the best protection for all your engine components.

Not changing your oil on a regular basis can significantly reduce the level of protection provided against engine wear. Engine oil acts as a reservoir for all kinds of by-products that form when the fuel burns, including soot, sludge, water and acidic material, as well as unburned and partially burned fuel. At the same time, the stress placed on the oil during engine operation gradually depletes the components that determine the oil’s performance. Refreshing the oil on a regular basis ensures that the right balance of components is present in the oil.

It also removes waste materials that might otherwise result in increased deposit formation, corrosion of metal components and increased wear.

If you simply keep on topping up your oil, you put more stress on the older oil that remains in the engine. And this stress issue has become worse in recent years as lighter, modern engines now run with about 25% less oil in their sumps.

Used oil can pollute the environment and should never be poured down the drain. In many countries, it is also illegal to do so. Instead, take your waste to an official oil-disposal or recycling bank (these are often located at local refuse collection points). Alternatively, ask your local authority recycling officer for guidance.

1. Wear protection gloves,
2. After draining the oil from your car’s crankcase, pour the oil into a clean, leak-proof container with a screw-on top. Many household containers are suitable, including original motor oil containers,
3. Make sure that the container is clearly labelled “Used Oil,” kept out of the reach of children and pets and that it has a secure cap, so it cannot spill,
4. Take the container to the nearest used oil collection centre. If your community doesn’t have a collection centre, check with your local service station or an automobile maintenance facility such as a repair shop or car dealership. You can also look for the nearest “oil drop.” This is a petroleum industry symbol indicating that used oil is collected for recycling/reuse.