I found this here :


I bolded and italized the main points but some of it was already embolded:




Solution To Ford Concerns About 2017 API CK-4 Diesel Motor Oil Specs

November 19, 2016 By Marc Roden
This article was updated on January 6th, 2017.


Ford is concerned that the new API CK-4 diesel oil spec does not mandate enough wear control additives. But fear not, there is a distinct work-around.

There’s a bit of controversy brewing regarding the brand new API diesel engine oil specifications that debut for 2017. Starting in December, the American Petroleum Institute (API) will start granting licenses for two new diesel engine oil specs. The API CK-4 specification will supersede the API CJ-4 spec that debuted back in 2006. A new low-viscosity spec for over-the-road transport trucks call API FA-4 will also be released. So why is there a controversy?

Ford has conducted in-house testing on API CK-4 and FA-4 formulations in their Powerstroke diesel engines. They were not pleased with the results. The FA-4 oils simply did not provide effective viscosity protection (read: too thin)


and some CK-4 oils did not contain enough phosphorous to provide acceptable valve-train wear protection.

Phosphorous is a vital anti-wear agent in diesel engine oils. The current API CJ-4 spec mandates a maximum phosphorous content of 0.12%. This generally works out to over 1000 parts per million (ppm). Ford is finding that motor oil with a phosphorous content under 1000 ppm is causing excessive wear. The new API CK-4 spec mandates a phosphorous limit of 0.08%. This can leave some formulations with less than the 1000 ppm that Ford would like to see.


But there is a way to avoid the new low phosphorous limit and still use API CK-4 oils in Powerstroke diesel engines.



Here is the vital distinction.
The API is suggesting this lower phosphorous limit when a motor oil maker wishes to carry both the API CK-4 diesel specification AND the API SN passenger car/gasoline engine specification on the label. As the API SN limit for phosphorous is 0.8%, the API is requiring that any diesel engine oil also carrying the passenger car/gasoline engine spec must meet this lower limit.


The good news is that “stand alone” diesel engine oils that do not label their product as meeting the API SN (or any other passenger car spec) can have a higher phosphorous limit of 0.12%.

In other words, as Ford is suggesting that the previous generation API CJ-4 oils do contain an acceptable allotment of phosphorous, “diesel only” API CK-4 oils should also be fine. Ford is coming up with their own diesel spec to clear up any confusion. It will be called Ford WSS-M2C171-F1. We can speculate that motor oils meeting this spec will either be API CK-4 oils that do not have the API SN designation or older API CJ-4 products.




API CK-4 Phosphorous Issue Update- January 6th, 2017

Further clarification from the American Petroleum Institute. They tell us that 40-weight diesel engine oils (such as 5W-40, 15W-40, 0W-40) can have both the API CK-4 and API SN specs and still abide by the higher API CK-4 phosphorus limit.

On the other hand, 0W-30, 5W-30 and 10W-30 engine oils carrying both the API SN and API CK-4 specs have to abide by the lower SN phosphorous limit of 800 ppm.


AMSOIL Offers Safe API CK-4 Engine Oil For Ford Powerstroke




AMSOIL’s 2017 API CK-4 Diesel Engine Oil Line-up

AMSOIL is releasing a full suite of brand new diesel engine oils in early 2017 that will meet the API CK-4 spec. Most will also be Ford WSS-M2C171-F1 compliant. We can only speculate as to whether these oils will also carry that API SN gasoline engine specification to make them more convenient for fleets. We know that the upcoming Signature Series Max Protection 5W-30 will also carry the API SN spec. It will be interesting to see if this product also carries the Ford spec. We will go out on a limb and guess that most of the upcoming line-up will be “diesel only” so that they can contain the 0.12% dose of phosphorus. We’ll know more in the weeks to come. AMSOIL has already indicated that they will have API CK-4 product choices that will be undeniably safe for all model year Ford Powerstroke engines.
Conclusion

The API is suggesting that the CK-4 oil standard will offer improvements in terms of oil longevity, shear stability and deposit control over the current CJ-4 spec. Once Ford releases their new diesel oil specification, Powerstroke owners should have an easier time finding safe formulations with the very latest motor oil technology.








Yes, I am a little confused myself. I just posted this up for you guys to check it out. If they are indeed in compliance with Ford's new spec, they should be on the list of approved oils. Why are they not, unless they will be. Who knows?

 

I'll throw my opinion out here also regarding Amsoil. I've been a dealer for years and have used their products with great results. I've been impressed with their integrity in business. In todays day with all the lawsuits etc. do you really think they would put the Ford spec on the bottle and not stand behind it? They've been doing this since 1972. One of the reasons they don't have the API certification on some of their products is because it limits them in making a better oil. They go above and beyond the API specs. I run a repair shop and the only oil products I carry are Amsoil. I wouldn't be afraid to pour it into one of my customers 17 Powerstrokes or use it on my own if I had one. Just my $.02

 

Thanks for your input, WillyD. I just posted that up to see what others who are more knowledgeable than I thought of it. After reading through all that, if it's true, it's sounds like the API is making a mess of all that by having the CK rating on with the SN. I just wanted to get on this thread to gain some insight.

I'm a believer in synthetics also and realize all synthetics are not equal. I'd love to run synthetic, but it's hard to pass up the Motorcraft 10w30 with the dealer program of every other oil change is free. I'm also looking into Archoil 9100.

 

No kidding...cool. Maybe their gear oil is too slick for the selectable locker. Kinda like using a GL5 in one of my manual Toyota 4Runners but they shift better with a GL4. Redline makes the MT90, a GL4 for manual boxes which works great in them. Even though the factory manual says GL4/GL5, I run the GL4 but I digress... thanks..

Do you change out the filter once halfway in the year?

 

It's actually the clutches that are very picky.

 

Has anyone seen any update to the Ford approved CK-4 list? Is it possible that they won't update it every time a new manufacturer launches a product that meets their requirement? I'm guessing they won't, and the customer will have to rely on the wss-m2c171-f1 compliance certification applied (or not applied) to each manufacturers product.

 

Thanks guy's for all the input. I have some time before i need to change oil so maybe there will be more clarifcation by then.

 

Yep thanks. I was bringing up the manual transmissions because the synchronizers don't like the GL5...too slick for them to engage properly...maybe wrong additive package. I assumed the selectable locker worked similar to that without really knowing how.

 

True statement. All I know is the unit likes the cheapest oil I can buy with the LSD additive. I put that in there and no issues.

I guess if that is the only complaint I have on the oil, I'll take that.

 

i'll be running amsoil, like i do in almost everything else


however, i'd like to run 15w-40 seeing how 20 degrees in south TX would be a stretch


is ford fine with that or are 10w-30 and 5w-40 all i have to choose from and stay within warranty? any other reason not to run 15w-40 in this fancy diesel *******?

 

15W-40 is fine.

 

Amsoil meets all of the manufacturers specification requirements. Only if the dealer can prove that the use of any aftermarket product caused a failure can they refuse to honor a warranty claim. Amsoil is as good as it gets when it comes to full synthetic engine oils. I have always used a sample of used oil sent to Blackstone Laboratories to analyze the oil. The test results have always exceeded that of any other brand. Not by much but still proves to be the best. Whether or not it's really worth the added cost to switch to Amsoil is only a personal choice and a peace of mind decision.

 

BTW if Amzoil was just "that good" wouldn't we all be using it already? LOL

 

A couple thoughts on why everybody isn't using AMSOil:
1. It's expensive
2. It is hard to come by. You won't find it at Wal-Mart or the big auto parts stores. I've always ordered mine directly from AMSOil and paid the shipping.

 

3) The claims of increased MPGs and more power are not demonstrated across all product lines.
4) Extended drain intervals are not as they claim since you need to add 1-2 qts of new fluid. From Amzoil: Note: 2007-2010 Dodge**, Ford** and GM** turbodiesel pickups are also not recommended for extended drain intervals when using DHD.

AMSOIL Heavy-Duty Synthetic Diesel Oil is recommended for the drain intervals stated by the original equipment manufacturer (OEM).

5) No Amzoil rep will ever stand up for the product claims. If you want to face a real challenge with your product PM me.

6) Did I mention if it was REALLY that good we all would already be using it. See the above.