Lubricant Additive Packages
CheMost supplies diesel engine oil (HDDO) additive packages — balanced detergent–inhibitor (DI) concentrates that an oil blender adds to base oil, with a viscosity modifier and pour-point depressant, to make a finished heavy-duty diesel engine oil.
These are additive components for finished-lubricant formulators — not a finished engine oil, a diesel fuel additive, or an aftermarket oil treatment. One DI technology family spans the full API service ladder from CC/CD through CJ-4/CK-4; you select the grade by the API category — set by the engine’s emission hardware — your finished oil must meet. Choose by tier below, then request the data sheet for documentation.
The Selection Principle: Match the Grade to the Engine — Not “Higher Is Better”
This is the part the thin supplier listings skip, and it is where the choice is actually made. The right diesel grade is set by the engine’s emission hardware, not by picking the newest category on the shelf:
- Aftertreatment (DPF/SCR) is a hard constraint. An engine with a diesel particulate filter must run a low-SAPS grade — CJ-4 or CK-4 (PA3077K). The higher sulfated ash, phosphorus and sulfur of a CH-4 oil leaves metallic ash the DPF cannot burn off during regeneration, plugging it. This is non-negotiable: a “better” high-ash oil will damage the hardware.
- No aftertreatment? The newest tier is allowed but not needed. Because newer API categories are backward compatible (FA-4 excepted), CK-4 can serve a CF-4 requirement — but it costs more low-SAPS chemistry for no benefit in a pre-emission engine. Match the grade to the real requirement of the fleet and market.
- EGR raises soot, so it raises the floor. Exhaust-gas-recirculation engines generate far more soot; they need at least CH-4/CI-4 (PA3055H) dispersancy, or CK-4.
- Treat rate and TBN scale with the tier. A higher tier is a more heavily treated package; confirm the treat rate against the targeted category rather than assuming one dose fits all.
So the decision order is: aftertreatment → EGR status → market grade → drain interval → viscosity. The grade comparison and selection checklist below put that into practice.
What a Diesel DI Package Does
A heavy-duty diesel package carries four jobs in one concentrate, blended into base oil to make the finished oil:
- Soot handling. Dispersants keep combustion soot finely suspended so it cannot agglomerate into viscosity-raising sludge — the defining duty of modern high-EGR diesels.
- Acid neutralisation (TBN). Overbased detergents carry reserve alkalinity to neutralise acids from combustion and fuel sulfur, protecting against corrosive wear.
- Anti-wear. ZDDP and supplementary chemistry build a protective tribofilm on cams, rings and bearings under high load.
- Oxidation & deposit control, with low-SAPS at the top tier. Antioxidants extend oil life; CJ-4/CK-4 grades trim sulfated ash, phosphorus and sulfur to protect DPF and SCR aftertreatment.
The CheMost Range — Choose by API Tier
One DI technology family across the API service ladder; each grade is formulated to its tier, with the upper tiers on low-SAPS chemistry. Open a grade to request its data sheet.
PA3011D — API CC / CD
Tier: Legacy duty.
Best for: Medium-power pre-emission diesels, older fleets, standby generators and developing-market trucks. Simple, cost-effective chemistry. SAE 15W-40 · 40 · 50.
Request TDS & Sample →PA3033F — API CF-4
Tier: Mainstream HDDO.
Best for: High-speed four-stroke DI diesels where CF-4 is the specified grade; controls soot-related viscosity increase. SAE 15W-40 · 10W-30.
Request TDS & Sample →PA3055H — API CH-4 / CI-4 / CI-4+
Tier: EGR era (post-2002).
Best for: EGR-equipped engines with high soot loads; enhanced dispersancy and valve-train wear protection. SAE 15W-40 · 10W-30 · 5W-30.
Request TDS & Sample →PA3077K — API CJ-4 / CK-4
Tier: Current top, low-SAPS.
Best for: DPF + SCR aftertreatment engines (Euro V/VI, EPA Tier 4 Final, China VI). CK-4 adds shear and oxidation over CJ-4; extended-drain capable. SAE 15W-40 · 10W-30 · 5W-30.
Request TDS & Sample →Specifications — All Grades data on request
The concentrate fingerprint for each grade — TBN, the detergent metals (Ca/Mg), ZDDP (Zn/P), dispersant nitrogen and boron, viscosity and flash — published per grade as test data is confirmed. Request the current data sheet for any grade.
| Property | Method | PA3011D | PA3033F | PA3055H | PA3077K |
|---|---|---|---|---|---|
| Appearance | Visual | — | — | — | — |
| Kinematic viscosity @100 °C, mm²/s | ASTM D445 | — | — | — | — |
| Flash point (COC), °C | ASTM D92 | — | — | — | — |
| Total base number, mgKOH/g | ASTM D2896 | — | — | — | — |
| Calcium, wt% | ASTM D4951 | — | — | — | — |
| Magnesium, wt% | ASTM D4951 | — | — | — | — |
| Zinc, wt% | ASTM D4951 | — | — | — | — |
| Phosphorus, wt% | ASTM D4951 | — | — | — | — |
| Nitrogen, wt% | ASTM D5291 | — | — | — | — |
| Boron, wt% | ASTM D4951 | — | — | — | — |
| Sulfated ash, wt% | ASTM D874 | — | — | — | — |
Values are concentrate (package) properties measured to ASTM methods, not finished-oil properties. Published as confirmed — request the current TDS for any grade.
Performance Coverage & Treat Rate
Formulated to meet the requirements of
These are formulation targets per grade at the appropriate treat rate in a suitable base oil — not API licenses. The API licence (through API’s Engine Oil Licensing and Certification System, EOLCS) and any OEM or ACEA approval are held by the finished-oil marketer, not the additive package. The European parallel to these C-series categories is the ACEA E-sequence — E7 (high-SAPS, for engines without a DPF) and E6 / E9 (low-SAPS, for DPF and SCR aftertreatment) — which the finished oil is approved against.
- Treat rate rises with the tier. Each grade is dosed to its targeted API category in a suitable base oil; the top-tier CK-4 package carries the most chemistry. Confirm the treat rate from the grade’s data sheet.
- Read performance with the right tests. TBN by ASTM D2896, sulfated ash by ASTM D874, and finished-oil cold pumpability by ASTM D4684 — the package contributes to all three but the finished oil is what is licensed.
The Diesel API Grade Ladder — From CC to CK-4
Each API C-series category builds on the previous one; with the exception of FA-4, the newer category is generally backward compatible, so a higher grade can serve a lower requirement:
- CF-4 (1990) — high-speed four-stroke; controls oil consumption and soot thickening.
- CH-4 (1998) / CI-4 (2002) / CI-4+ (2004) — EGR era; shear and soot control, low-temperature pumpability, HTHS protection.
- CJ-4 (2006) — adds sulfated ash, phosphorus and sulfur (SAPS) limits for 2007 EPA engines and DPF compatibility.
- CK-4 (2016) — adds aeration, oxidation and shear stability over CJ-4; backward compatible to CJ-4.
- FA-4 (2016) — CK-4-level performance at lower HTHS for fuel economy; not backward compatible (XW-30 only). Match deliberately — it is not a drop-in for CK-4.
Common Applications
- Legacy diesel fleets (CC/CD): older trucks, industrial engines and standby generators that predate EGR or DPF — PA3011D.
- Long-haul trucks (CF-4): markets where API CF-4 remains the standard; proven chemistry — PA3033F.
- EGR-equipped trucks (CH-4/CI-4): engines that generate high soot levels — PA3055H.
- Modern emission-compliant trucks (CJ-4/CK-4): Euro V/VI, EPA Tier 4 Final and China VI engines with DPF + SCR — PA3077K.
- Mining & construction: CJ-4/CK-4 for modern Tier 4 Final off-road; CH-4 for legacy Tier 2/3 equipment.
- Marine & stationary diesel: large-bore stationary and medium-speed marine diesels with less stringent emission rules — PA3011D / PA3033F.
Need help choosing a diesel package?
Tell us the engine’s aftertreatment (DPF/SCR), EGR status, the target API grade and market, your base oil and viscosity grade. We will point you to the right grade and a starting treat rate, then share the relevant technical documents. Samples in 1 kg and 5 kg; bulk in 200 kg drums and 1000 kg IBC, with COA, TDS and SDS per shipment.
Request a Sample Get a QuoteA finished diesel oil pairs this DI package with a viscosity index improver and a pour point depressant; the package itself is built from detergents, ashless dispersants, ZDDP and antioxidants. See the additive packages overview and Automotive Lubricant applications, or the engine oil additive package components guide.
Quick Reference
Is this additive package API licensed?
No. Each grade is formulated to meet the requirements of the API service categories shown, at the appropriate treat rate in a suitable base oil. The API licence — issued through API’s Engine Oil Licensing and Certification System (EOLCS) — and any OEM or ACEA approval are held by the finished-oil marketer who tests and licenses the finished oil, not by the additive package.
How do I choose between CH-4, CJ-4 and CK-4?
By the engine’s emission hardware, not by “newest is best”. If the engine has a diesel particulate filter or SCR, you must use a low-SAPS CJ-4 or CK-4 (PA3077K) — a high-ash CH-4 oil will plug the DPF. Without aftertreatment, CF-4/CH-4/CI-4 are fine; CK-4 is backward compatible and can be used but costs more for no benefit. EGR engines need CH-4/CI-4 minimum because of higher soot.
What is the difference between API CJ-4 and CK-4?
API CK-4 (2016) supersedes CJ-4 (2006) and adds improved shear stability, high-temperature oxidation performance and aeration control. CK-4 is backward compatible with CJ-4. CheMost’s PA3077K targets both. FA-4 is the exception — it is a low-HTHS fuel-economy grade that is not backward compatible with CK-4.
Why can’t a standard CH-4 oil be used with a diesel particulate filter?
DPF systems regenerate by burning trapped soot. The metallic ash from high-SAPS chemistry (detergents and ZDDP at CH-4 treat rates) cannot be burned off and accumulates in the filter, causing plugging and back-pressure. CJ-4 and CK-4 packages limit sulfated ash, phosphorus and sulfur (SAPS) specifically to protect DPF longevity.
Is a diesel engine oil additive package the same as a diesel fuel additive?
No. This is a crankcase oil additive package — a detergent–inhibitor concentrate a blender adds to base oil to make a finished engine oil. It is not a diesel fuel additive (dosed into the fuel tank), nor a finished engine oil, nor an aftermarket “oil treatment” sold to motorists.
What else do I need to make a finished diesel oil?
Base oil of the right group and viscosity, this DI package at the targeted treat rate, a viscosity index improver to reach the SAE multigrade, and a pour point depressant for cold flow. CheMost can advise the full formulation and a starting point.
About this page & our data. The specifications and test methods on this page are public references (API, ACEA, DIN, ISO, SAE) — not CheMost measurements. Grade specifications come from each package’s TDS; where a value is not confirmed for a grade, we mark it “on request” rather than estimate. CheMost is a manufacturer and sourcing partner established in 2013; OEM and API/ACEA licences are held by the finished-oil marketer, not the additive package. Last reviewed June 2026 · CheMost technical team.
Explore Other Additive Packages
Every CheMost ready-to-blend package, at a glance. Match the finished-oil specification you are building — open any family to see grades, performance tiers, and treat rates.