Independent R&D for the full automotive oil and grease basket — passenger-car engine oils 5W-30, 10W-30, 15W-40 and 20W-50 to API SN/SP and ACEA A3/B4; commercial-vehicle 15W-40 and 20W-50 to API CI-4/CK-4; gear oils SAE 80W-90 and 85W-140 in GL-4 and GL-5; automatic and CVT transmission fluids; DOT 3 and DOT 4 brake fluids; and the full chassis-grease range including LiX wheel-hub NLGI 2, CaSX chassis NLGI 3 and polyurea for sealed-for-life joints. Designed for the BS-VI low-SAPS reality and the Indian climate, blended at your plant or ours.
BS-VI low-SAPS is non-negotiable. Every petrol car launched in India since April 2020 has a three-way catalyst plus, increasingly, a gasoline particulate filter (GPF). Every diesel above 4 tonnes runs DPF and SCR. The catalyst surface is poisoned by sulphated ash (calcium and magnesium detergent residues), phosphorus (ZDDP), and sulphur. A 1990s-style API SF formulation with 1.5% SA and 1200 ppm P would destroy a BS-VI catalyst inside 20,000 km. Modern API SN PLUS / SP formulations cap SA at 0.8%, P at 800 ppm, and S at 0.3%. We design every petrol engine oil to those caps.
The temperature window is unforgiving. A Rajasthan summer hits 48C ambient; a Ladakh winter touches minus 30C; a Mumbai monsoon submerges hub bearings in water for weeks. The same formulation must crank-start at minus 25C (cold-cranking simulator below 6600 cP for a 5W grade) and hold film at 150C oil-sump temperature on the Mumbai-Pune Expressway in May. Group II Plus base oil alone cannot do this — we routinely blend Group II + Group III with a high-shear-stable OCP viscosity-index improver to hit both ends.
Adulteration resistance. The Indian aftermarket faces persistent adulteration with used oil and low-grade transformer oil. Branded engine oil must visually and analytically resist this market — viscosity at 100C tightly held, TBN above 7 even on entry-grade SKUs, and a colour and odour profile that buyers recognise. We tune our formulations to be visibly distinguishable from re-refined oils on a basic field test.
OEM warranty alignment. Every major Indian OEM — Maruti Suzuki, Hyundai, Tata Motors, Mahindra, Toyota Kirloskar, Hero, Bajaj, TVS — publishes a specific oil specification for warranty service. Our engine-oil formulation service targets these OEM specs directly so the finished product can be marketed as "suitable for" the relevant OEM warranty interval.
| Product | Standard | Issuing Body | Where It Applies |
|---|---|---|---|
| Petrol Engine Oil | API SN / SN PLUS / SP | API (USA) | Current global petrol category — BS-VI compliant low-SAPS |
| Diesel Engine Oil | API CI-4 / CJ-4 / CK-4 | API (USA) | Heavy-duty commercial — CK-4 for BS-VI emission systems |
| Engine Oil · Europe | ACEA A3/B4, C2, C3, E4, E6 | ACEA (Europe) | European OEMs, GCC export, premium Indian aftermarket |
| Engine Oil · India | BIS IS 13656 | BIS | Mandatory for ISI-marked engine oil in Indian retail |
| 2-Stroke Engine Oil | JASO FC / FD | JASO (Japan) | Two-wheelers, auto-rickshaws, outboard small engines |
| Motorcycle 4T Oil | JASO MA / MA-2 | JASO (Japan) | Wet-clutch motorcycles — Hero, Bajaj, TVS, Yamaha, Honda |
| Gear Oil · Manual | API GL-4 · BIS IS 1118 | API / BIS | Manual gearboxes with brass synchronisers |
| Gear Oil · Hypoid | API GL-5 · MIL-PRF-2105E | API / US DoD | Hypoid rear axle, heavy commercial and tractor diff |
| ATF | Dexron VI · Mercon LV · JASO 1A | GM / Ford / JASO | Automatic transmissions across passenger and CV |
| Brake Fluid | FMVSS 116 DOT 3 / 4 / 5.1 · ISO 4925 | NHTSA / ISO | Glycol-ether hydraulic brake fluid |
| Automotive Grease | BIS IS 7623 · NLGI GC-LB | BIS / NLGI | Wheel hub, chassis and CV joint greases |
Yes — and we strongly recommend it. A properly designed detergent-inhibitor (DI) pack can serve a full grade ladder from 5W-30 through 20W-50 by varying only the base-oil ratio (Group II vs Group III) and the viscosity-index improver dosing. The DI carries the detergent, dispersant, ZDDP, friction modifier, antioxidant and pour-point depressant. The base oil and VII set the rheology.
This approach cuts raw-material SKU count, lets the manufacturer buy additive in IBC and drum quantities at better commercial terms, and simplifies blending-plant inventory. We routinely deliver unified DI packs across 5 engine-oil grades.
BS-VI is the current Indian on-road emissions standard, equivalent to Euro 6. Every vehicle launched since April 2020 has after-treatment hardware — three-way catalyst, gasoline particulate filter (GPF), diesel particulate filter (DPF) and selective catalytic reduction (SCR) — that is irreversibly poisoned by metallic ash, phosphorus and sulphur from the engine oil.
Low-SAPS (Sulphated Ash, Phosphorus, Sulphur) formulations limit SA below 0.8%, P below 800 ppm, and S below 0.3%. API SN PLUS, API SP, ACEA C2 and ACEA C3 are the relevant low-SAPS categories. Selling an old high-SAPS API SL or SM oil into a BS-VI car shortens after-treatment life dramatically — and the customer eventually pays for a catalyst replacement.
GL-4 is for manual gearboxes that have brass or bronze synchroniser rings. The active sulphur-phosphorus EP content is limited to 1.5 to 2.5% so it does not corrode the yellow-metal synchronisers. Using a GL-5 oil in a synchronised manual gearbox will chemically attack the synchroniser within a few thousand km.
GL-5 is for hypoid rear differentials — the gear geometry of a hypoid pinion-and-crown wheel generates extreme sliding pressure that mild EP cannot handle. GL-5 uses 6 to 8% active sulphur EP, which is corrosive to brass but acceptable in a differential where there is no yellow metal in the gear path.
Tell us which automotive SKUs you need (engine, gear, ATF, brake, grease) and where you are commercially. We respond within one business day with an honest assessment, timeline and indicative cost position.