IVECO issues lubricant specifications, not formal approvals. This means they define performance criteria (e.g., viscosity, wear protection, compatibility with after-treatment systems) that oils must meet. However, they don’t maintain a public list of officially approved products.

In contrast, an OEM approval is a formal certification process where the manufacturer tests and approves specific oils for their engines. These approvals are often more stringent and involve extensive testing.

Iveco (under CNH Industrial) defines its own engine oil standards for light commercial vehicles (like the Daily van) and for medium/heavy-duty trucks. These are often referred to by an Iveco classification (sometimes called “Classe”) along with a code (e.g. S1, SC1, T2 E7, TLS E6, etc.) and an Iveco reference number (18-1811 for light-duty engine oils, 18-1804 for heavy-duty engine oils). Table 1 and Table 2 below summarize the light-duty and heavy-duty engine oil specs respectively, including their associated ACEA/API performance categories, typical viscosities (SAE grades), and introduction timeframe or usage.

Table 1. Iveco Light-Duty Engine Oil Specifications (18-1811)

Note: Iveco’s use of “S1” has some overlap with Fiat’s nomenclature. Fiat 9.55535-S1 is defined as an ACEA C2, 5W-30 low-SAPS spec, but in practice oils labeled for Iveco S1 have also included ACEA A5/B5 5W-30 products. This suggests that prior to DPF adoption, Classe S1 in Iveco applications may have been a generic fuel-economy oil spec (5W-30) without strict low-SAPS requirements. With the advent of DPFs around 2009, SC1 was introduced as the dedicated low-SAPS (ACEA C2) category for Iveco Daily engines, effectively taking over the role for Euro 5+ emissions-compliant vehicles.

Table 2. Iveco Heavy-Duty Engine Oil Specifications (18-1804)

Note: ACEA E5 was the predecessor to E7 (valid up to ACEA 2002); E5 required high TBN and was suitable for Euro III engines. Iveco’s T1 likely corresponded to E5 or similar API CH-4 oils. By the time of ACEA 2004, E7 superseded E5, and T1 and T2 were effectively unified under the E7 umbrella. Many modern 15W-40 fleet oils show “Iveco T1/T2 E7” to indicate backward compatibility.

As shown above, Iveco’s heavy-duty specs map closely to ACEA categories for commercial vehicles. Classe T2 E7 remains the mainstay for conventional oils in non-DPF trucks (Euro III-V), while TLS E6 and TLS E9 cover low-SAPS needs for DPF-equipped Euro V and VI trucks. The introduction of TLS CK-4 reflects adoption of the latest API category (CK-4) to improve performance margins (e.g. oxidation stability for hotter-running Euro VI engines). Niche categories like TFE and TLV LS address fuel economy demands in heavy vehicles – either via synthetic 5W-30 long-drain formulations (TFE E4) or even ultra-low viscosity 0W-20 oils (TLV LS) for maximum efficiency in specific models.

To understand how these specifications evolved, here is a chronological outline highlighting major changes and upgrades in Iveco’s engine oil standards:

• Early 2000s (Euro III) – Iveco heavy vehicles use standard high-SAPS 15W-40 oils meeting ACEA E3/E5. The Iveco T1 category (18-1804 T1) represents these older SHPD oils (API CH-4/ACEA E5). With ACEA E4 (1999) available for long-drain needs, Iveco introduces Classe T3 E4 for top-tier fleet oils (e.g. synthetic 10W-40) aimed at extended intervals and high TBN reserves.
• 2004 – The ACEA E7 category is released (improved detergency and piston cleanliness vs E5). Iveco adopts E7 as Classe T2 E7, effectively replacing T1. From mid-2000s onward, any oil meeting ACEA E7 (e.g. MB 228.3) satisfies T2 requirements. Many oil suppliers label products as “Iveco 18-1804 T1/T2 E7” indicating backward compatibility with the old T1 spec.
• 2006–2009 – Euro 4 and Euro 5 emissions standards for light-duty (Daily) and heavy-duty engines drive new oil requirements:
  • In light-duty: Iveco begins to require low-SAPS oils for DPF-equipped Daily models. Around MY2009 (coinciding with Euro 5), the SC1 spec is introduced. Oils meeting ACEA C2 5W-30 (e.g. Fiat 9.55535-S1 / PSA B71 2290) are approved under Iveco 18-1811 SC1. This supplants earlier S1/A5 oils for any Daily models fitted with DPF.
  • In heavy-duty: Euro V trucks with DPF or sensitive SCR systems necessitate low-ash oils. Iveco launches TLS E6 around 2007 – an ACEA E6 10W-40 synthetic category for Euro V vehicles with DPF (e.g. Iveco Stralis with CRT filters). For trucks without DPF, T2 E7 remains the norm through Euro V.
• 2010–2012 – Introduction of ACEA E9 (2010) and API CJ-4 (2006) influences Iveco specs:
  • Iveco adds TLS E9 as a mid-SAPS alternative to E6. By 2012, Classe TLS E9 is specified for fleets that need one oil for mixed Euro VI/legacy engines, or where slightly higher ash (and TBN) is acceptable. TLS E9 oils meet ACEA E9 and API CJ-4, covering EGR/SCR engines with robust wear protection while still protecting DPFs (ash ≤1.0%).
  • For natural-gas engines (CNG/LNG in buses or trucks), Iveco formalizes the NG2 spec (around 2010). NG2 oils are based on ACEA E6 chemistry (low ash, TBN >12) in 5W-30 or 10W-40, designed to handle the unique demands of spark-ignited heavy-duty engines. Example: Petronas Urania Ecosynth 10W-40 was co-developed to meet Iveco 18-1804 NG2 requirements for CNG applications.
• 2014–2016 – Euro VI implementation for heavy-duty (2014) and Euro 6 for light-duty (Sept 2015 for new reg) bring further changes:
  • Iveco heavy-duty Euro VI engines (Hi-SCR technology) continue with low-SAPS oils. TLS E6 remains the primary recommendation for long drain and maximum DPF life, while TLS E9 is often allowed for standard drains or markets with readily available API CJ-4/E9 oils.
  • Iveco Daily Euro 6 (F1C engines from MY2016) introduces SC1 LV (“Low Viscosity”) spec to improve fuel economy. In 2014 Iveco defined SC1 LV 0W-30 under 18-1811, and by 2016 this spec is labeled SC1 LV-16. It requires ACEA C2 performance in a 0W-30 formulation, targeting both DPF protection and reduced CO₂ emissions via lower friction. The SC1 LV-16 oils often extended drain intervals to ~60,000 km for the Daily.
  • Around this time, Iveco also refines its fuel-economy heavy-duty oils offering. The legacy T3 E4 spec is rebranded or replaced by TFE (Truck Fuel Economy), explicitly combining ACEA E4 and E7 requirements. This signals emphasis on 5W-30 UHPD oils that save fuel yet can handle high loads and long drains (e.g. an oil meeting both MAN 3277 (E4) and Volvo VDS-3 (E7)).
• 2016–2018 – The API CK-4 and FA-4 categories are released (late 2016) in response to newer engine designs and emissions. Iveco reacts by:
  • Introducing TLS CK-4 spec (~2017) for its heavy-duty range. Oils meeting API CK-4 (typically also ACEA E9-2016) are approved under this spec. CK-4 oils bring improved oxidation resistance (for hot-running Euro VI engines with EGR), better shear stability, and compatibility with biodiesel – aligning with Euro VI and future Euro VII needs.
  • Exploring ultra-low viscosity oils for heavy-duty: Iveco’s Euro VI Efficiency Packages lead to TLV LS 0W-20 oils (around 2018–2019). For example, certain Iveco Stralis models with the “Fuel Efficiency Package (FEP1)” are factory-filled with a 0W-20 meeting 18-1804 TLV LS. This spec, based on API FA-4 concepts, is strictly limited to engines designed for it (not backward compatible due to much lower HTHS).
• 2021 – Iveco updates its light-duty spec to ensure durability under stricter emission and service conditions:
  • The SC1 LV spec is upgraded to SC1 LV-21, indicating a new formulation standard in 2021. The key change is a move from ACEA C2 to ACEA C3 requirements. In practice, the new oils remain 0W-30 and low-SAPS, but must have higher High-Temperature/High-Shear viscosity (≥3.5 mPa·s). This was likely driven by the need for greater engine protection (HTHS robustness) for newer Daily engines or extended oil drain intervals, without compromising aftertreatment. Suppliers now advertise 0W-30 oils meeting Iveco SC1 LV-21 + MB 229.51/229.52 (both MB specs are C3-level).
  • By this time, ACEA has introduced an updated 2021 sequence (including ACEA C5/C6 for light-duty, and E8/E11 for heavy-duty). Iveco’s focus, however, remains on C3 for light-duty (they have not yet adopted ACEA C5/C6, which are very low HTHS oils, for the Daily) and on proven E6/E9/CK-4 categories for heavy-duty. We may anticipate further changes when Euro VII arrives, possibly requiring new specs (e.g. a switch to 5W-20 or ACEA E8 oils in heavy-duty, etc.).

This timeline illustrates a general trend: tighter emissions standards (Euro V, VI) pushed Iveco toward low-SAPS oils (to protect DPF/SCR systems), and CO₂/fuel economy targets drove the adoption of lower viscosity grades. Meanwhile, engine technology improvements and industry standards (ACEA/API) led to periodic upgrades in oil performance requirements for better durability and compatibility.

It is useful to compare the underlying industry categories (ACEA and API classifications) referenced by these Iveco specs, as well as the typical SAE viscosity grades involved:

• ACEA C2 vs. ACEA C3 (Light-Duty): Both C2 and C3 are mid-SAPS categories for passenger car/light-duty diesel oils (Sulfated Ash ≤0.8%, phosphorus ≤800 ppm, sulfur ≤0.3%). The main difference is HTHS (High-Temp/High-Shear) viscosity: C2 requires lower HTHS (2.9 – 3.5 mPa·s), whereas C3 requires HTHS ≥ 3.5 mPa·s (like a full SAPS oil). C2 oils (e.g. 0W-30 or 5W-30) can improve fuel economy due to reduced viscous drag, but C3 oils (often 5W-30 or 5W-40) provide a thicker oil film under high temperature load, which can be beneficial for engine protection. Iveco’s SC1 and SC1 LV-16 were based on ACEA C2 for fuel efficiency, whereas the new SC1 LV-21 is aligned with ACEA C3 for added protection. Both remain low-SAPS for DPF protection.
• ACEA A5/B5 (Light-Duty) vs. C-specs: ACEA A5/B5 denotes a high-SAPS, fuel-efficient oil for gasoline and diesel engines without particulate filters (HTHS 2.9–3.5, like C2, but no limits on SAPS). These are typically 5W-30 “long drain” oils for older engines. Iveco’s use of S1 in the past corresponds to this category – essentially an A5/B5 or API SL/CF oil used in pre-DPF Daily models. Once DPFs came into play, A5/B5 oils were no longer suitable due to high ash; they were replaced by C2/C3 oils under the SC1 spec. In summary, A5/B5 (S1) and C2 (SC1) have similar viscosity targets and fuel economy aims, but C2 has reduced additives (like lower zinc/phosphorus and sulfated ash) to avoid clogging exhaust aftertreatment devices.
• ACEA E7 vs. E9 (Heavy-Duty): Both are broad-market heavy-duty diesel oil categories:
  • E7 (introduced 2004) is a high-SAPS category (ash up to ~1.5%) suited for engines without DPF. It focuses on piston cleanliness, wear, and turbo deposit tests relevant for Euro III-V engines, but has no DPF protection requirement. Iveco T2 E7 oils are typically 15W-40 or 10W-40 meeting API CI-4/CH-4 and OEM specs like MB 228.3.
  • E9 (introduced 2010, updated 2016) is a mid-SAPS category (ash ≤1.0%, phosphorus ≤0.12%) that includes DPF compatibility while maintaining robust wear protection. ACEA E9 was largely aligned with API CJ-4. It adds tests for valve train wear with EGR and robustness with biodiesel. Iveco’s TLS E9 oils (often 10W-40) satisfy this and are also backward-compatible to older engines in many cases. E9 oils sacrifice a small amount of TBN/additive to meet ash limits, but are engineered to protect DPFs and perform well in Euro VI engines.
  • Using E7 in a DPF-equipped engine can lead to faster ash accumulation in the DPF (due to higher metallic additive content), requiring more frequent regenerations or risk of blockage. Conversely, using E9 (mid-SAPS) or E6 (low-SAPS) oil in an older engine is chemically fine (it will keep the engine extremely clean), but the lower TBN might limit drain interval if high sulfur fuel is used (since there are fewer additives to neutralize acids).
• ACEA E6 vs. E9 (Heavy-Duty Low SAPS): Both E6 and E9 cover low-SAPS heavy-duty oils for engines with aftertreatment, but E6 is more stringent than E9 in some respects. ACEA E6 (introduced 2007) demands all the performance of E4 (high detergency, very high TBN ≥ 10, strong piston deposit control) and low-SAPS content like E9. E6 oils are typically top-tier synthetic 5W-30 or 10W-40 with MB 228.51, MAN 3477, Volvo VDS-3 approvals. These are ideal for Euro V/VI engines with DPF, allowing maximum drain intervals and minimum ash. ACEA E9, by contrast, is a “lower entry bar” for low-/mid-SAPS oils – TBN is a bit lower, and some high-temperature deposit tests are slightly less strict than E6. The trade-off is that E9 oils (e.g. API CJ-4 15W-40) are cheaper and can be used in mixed fleets, whereas E6 oils are usually more premium and mainly used when long drains or very low ash content are required (e.g. Iveco TLS E6 for certain Euro V bus engines with sensitive DPFs).
• API Categories (Heavy-Duty): Iveco heavy-duty specs sometimes cite API performance. API CI-4 (2002) corresponds roughly to ACEA E7. API CJ-4 (2006) corresponds to ACEA E9 (mid-SAPS, DPF-compatible) and appears in Iveco’s TLS E9 and CK-4 specs. API CK-4 (2016) is an improvement over CJ-4, with better oxidation stability and aeration control; Iveco’s TLS CK-4 spec explicitly allows these oils. There is also API FA-4 (2016) – a low-HTHS (2.9 cP) oil for new engines – which is analogous to the idea behind Iveco’s 0W-20 TLV LS (though ACEA has not yet introduced an equivalent category; some OEMs have their own specs). These API categories ensure that the oil can handle the severe conditions of modern engines (e.g. higher EGR rates, higher power density) while also being compatible with aftertreatment devices.
• SAE Grades: Iveco’s spec evolution also mirrors a shift in typical viscosities:
  • Older engines (both light and heavy) mostly used ** SAE 15W-40 or 10W-40** for year-round use. For example, Urania LD7 15W-40 (ACEA E7) meets Iveco T2 E7. Similarly, Daily pre-2010 could use 5W-40 or 5W-30 depending on climate.
  • As fuel economy became paramount, 5W-30 grades became common in light-duty (Daily) by Euro 5, and now 0W-30 is the default for Euro 6/6+ Daily (SC1 LV). In heavy-duty, 10W-40 synthetic is prevalent for long drains, but now even 5W-30 (for E6/E9) and 0W-20 (for select cases) are introduced to reduce internal friction.
  • Using the correct SAE grade ensures the oil’s viscosity is optimized for the engine’s design. For instance, 0W-30 in a Daily Euro 6 improves cold starts and reduces drag, contributing to fuel savings. However, oil grade must be paired with the right HTHS level: a 0W-30 can be formulated to either ~3.0 cP HTHS (ACEA C2) or ~3.5 cP (ACEA C3). Iveco’s spec change in 2021 essentially moved the Daily’s 0W-30 from low-HTHS to high-HTHS.

Each step in Iveco’s oil spec evolution was driven by technical and regulatory pressures:

• Emission Regulations (Euro V, VI): Stricter emission standards forced the use of aftertreatment devices like Diesel Particulate Filters (DPFs) and Selective Catalytic Reduction (SCR) systems. These devices are sensitive to oil-derived contaminants:
  • DPFs can be poisoned or clogged by metallic ash from oil additives (like calcium, zinc, magnesium). This necessitated the shift to low-SAPS oils (lower sulfated ash, phosphorus, sulfur) to prolong DPF life. Iveco’s adoption of ACEA C2/C3 for light-duty (SC1 spec) and ACEA E6/E9 for heavy-duty (TLS specs) is directly tied to DPF requirements. For example, Urania Daily LS 5W-30 (SC1) is a low-SAPS oil formulated to protect the Daily’s DPF from residue accumulation.
  • SCR catalysts can be poisoned by sulfur and phosphorus. Low-SAPS oils also reduce sulfur and phosphorus content, protecting SCR and also oxygen sensors. Additionally, heavy EGR usage (common in Euro V/VI engines) puts more soot and acids into the oil; the oil formulations had to improve dispersancy and use high-quality base oils to handle these stresses while still being low-SAPS. This is partly why ACEA E6 and API CJ-4/CK-4 have high performance requirements despite limited additive content.
• Fuel Economy and CO₂ Targets: Both EU regulations on CO₂ emissions and customer demand for fuel savings pushed Iveco to lower oil viscosities and HTHS where feasible:
  • The “LV” (Low Viscosity) in SC1 LV-16/21 for Daily signals the use of 0W-30 (instead of older 5W-30). A lower viscosity oil reduces internal friction (especially during warm-up and under low to moderate loads), yielding measurable fuel economy gains. Iveco claimed improved fuel economy and up to 60,000 km oil drain intervals for the Urania Daily TEK 0W-30 (SC1 LV-16) introduced for Euro 6 Daily.
  • In heavy-duty, fuel economy initiatives led to formulating heavy-duty oils at lower viscosity without sacrificing protection. The TFE spec (fuel-economy 5W-30 for trucks) and the drastic step to 0W-20 in TLV LS are results of this. A 0W-20 in a long-haul truck can reduce fuel consumption by a few percentage points, which is significant for fleet operators (and helps meet fleet CO₂ standards). However, this only works in engines designed or calibrated for such low viscosity – hence Iveco limiting TLV LS to specific Stralis models.
• Oil Drain Intervals and Total Cost of Ownership: Iveco (like other OEMs) tries to extend oil drain intervals to reduce maintenance costs. This required oil performance upgrades:
  • The move from ACEA E7 to E4/E6 for long drains: E7 oils in heavy-duty are robust but generally have TBN ~10 and were used for ~60kkm drains. E4/E6 oils (TBN 12+ and superior base stocks) enabled drain intervals of 100,000 km or more under ideal conditions. Iveco’s long-haul spec (TFE E4/E7 with TBN >16) is specifically to support maximum drain intervals in its trucks.
  • For light-duty Daily, extended drains (up to 40,000–50,000 km or 2 years) became possible with the switch to high-quality synthetics in specs like SC1 and SC1 LV. The spec evolution built in requirements for oxidation stability and minimum TBN to support these intervals despite the low SAPS content (e.g. Iveco SC1 and SC1 LV oils must have TBN > 7 to handle long service).
  • Emission regulations also indirectly push longer drains – since frequent oil changes create waste oil disposal issues, OEMs and legislators favor oils that last longer, provided engine protection is not compromised.
• Engine Hardware Changes: New engine designs can prompt oil spec changes:
  • For example, new turbocharger designs and higher specific power outputs demand oils that can handle higher temperatures and shear forces. The shift from SC1 LV-16 (C2) to SC1 LV-21 (C3) likely reflects that Iveco wanted a higher HTHS oil to protect engine bearings and turbos under extreme conditions. Field experience or new testing might have shown that a 3.0 mPa·s HTHS oil was marginal in some situations (e.g. heavy towing, hot climates) for the Daily engines, hence the upgrade to ACEA C3 (≥3.5 mPa·s HTHS) for MY2021 onward.
  • Biodiesel tolerance: Higher biofuel content in diesel (B7 to B10 or more) can accelerate oil degradation. New specs (API CK-4, ACEA E9-2016) include tougher oxidation and piston deposit tests with biodiesel. Iveco’s adoption of TLS CK-4 was in part to ensure oils can cope with FAME (biodiesel) in fuel and still protect the engine and aftertreatment.
  • OEM Specific tests: Iveco might also include its own engine test requirements in some specs (the “CTR” number in approvals suggests internal testing). For instance, to qualify for SC1 LV-21, an oil might need to pass an Iveco F1C engine dyno test for wear or fuel economy. If Iveco changed an engine component or calibration in 2021, they might have added new oil tests accordingly.

In summary, each new Iveco oil spec or upgrade is a response to either (a) emission hardware needing cleaner oils, (b) efficiency targets demanding thinner oils, or (c) longevity/durability concerns requiring better additive technology. The interplay of these factors can be seen clearly in the SC1 LV-21 change: emissions hardware (DPF) still mandates low-SAPS, efficiency demanded 0W-30, but durability pushed them from C2 to C3 to ensure the engines are protected.

One specific point of confusion has been the change from SC1 LV-16 to SC1 LV-21 – essentially a change in HTHS requirements – and what happens if the wrong HTHS oil is used.

SC1 LV-16 oils (ACEA C2) have a HTHS of ~3.0 mPa·s, whereas SC1 LV-21 oils (ACEA C3) will have HTHS ≥3.5 mPa·s. Both are 0W-30, so kinematic viscosity is similar, but the C3 oils are formulated to be more resistant to thinning out under high shear (due to either different base oil viscosity or polymer boosters).

• If a lower-HTHS (C2) oil is used in an engine specifying a high-HTHS oil, the immediate benefit is slight fuel economy improvement (less internal friction). However, the risk is reduced protection at high load or high temperature. Lower HTHS means the oil film in bearings and other critical areas can be thinner under stress. Over time or under heavy use (towing, high ambient temperatures, sustained high RPM), this could lead to bearing wear or even engine damage because the oil cannot maintain sufficient film thickness. This is why manufacturers explicitly say that low-HTHS oils are “not backwards compatible” in engines not designed for them. In the context of SC1 LV: using a C2 oil in place of a required C3 oil in a Daily could cause accelerated wear, higher oil consumption, or turbocharger issues, especially if the engine is worked hard.
• If a higher-HTHS (C3) oil is used in an engine that calls for a low-HTHS (C2) oil (for example, putting an SC1 LV-21 oil into an older Daily that originally spec’d SC1 LV-16), there is generally no immediate threat to engine reliability. The oil will actually provide a thicker film and potentially better wear protection. The downsides are slightly reduced fuel economy (maybe on the order of 1–2% increase in fuel consumption, as thicker oil causes more drag) and potentially slightly slower oil flow on cold start (though since both are 0W-30, cold viscosity is similar). There could also be a minor impact on emissions: a thicker oil might run marginally hotter and could very slightly increase parasitic losses. But overall, using C3 in place of C2 is a safer mistake than the reverse. The main caution is that if a manufacturer recommends low-HTHS oil for specific design reasons (e.g. certain valve train designs or hydraulic cam phasers expecting a thinner oil), deviating might affect those systems. In Iveco’s case, the switch to C3 indicates newer engines tolerate or need the thicker oil; older ones originally on C2 will not be harmed by C3 – they just won’t get the small fuel economy benefit that C2 afforded.

Beyond HTHS, using the wrong spec oil can have other implications:

• Using a non-SAPS-compliant oil in a DPF/SCR-equipped vehicle: For instance, putting a T2 E7 (high ash) oil into a Euro VI truck that calls for TLS E6/E9 will introduce more sulfated ash and phosphorus. Over time, the DPF will fill with ash more quickly, necessitating more frequent regenerations or cleaning. High sulfur/phosphorus can also poison the SCR catalyst or reduce its efficiency. This shortens the life of emissions components and can even lead to OBD warnings or failed emission tests. The engine itself might run fine in the short term, but the aftertreatment costs could be severe. This is why Iveco and other OEMs are strict about using low-SAPS oils in DPF-equipped vehicles.
• Using a low-SAPS, low-TBN oil in an older engine or harsh operation: Oils like ACEA E6 have lower total base number (TBN) because of reduced detergent additives. If such oil is used in an engine that burns high-sulfur diesel (common in markets outside Europe) or an engine with oil consumption, the oil may acidify faster and form deposits because it lacks the reserve alkalinity and some anti-wear components of a high-SAPS oil. In practical terms, if one put a TLS E6 oil into a 1990s truck designed for a high-ash 15W-40, it would keep the engine clean but the oil might not last as long before needing a change (oil TBN depletion). Thus, high-SAPS oils still have their place in older, dirtier engines or where fuel quality is poor.
• Manufacturer Warranty and Specific Tests: It’s also worth noting that OEM specs often include proprietary tests. Using an oil that meets the general ACEA/API category but not the exact OEM spec might have subtle differences. For example, Iveco’s spec might require a certain foaming test or seal compatibility test specifically for their engines. An oil lacking the formal Iveco approval might not have been validated for those. While real-world issues are rare if the ACEA/API match, compliance with the exact spec is required for warranty and peace of mind.

In the case of SC1 LV-21, there was initial confusion since the nomenclature (“LV” implying low viscosity/fuel saving) stayed the same, yet the ACEA category changed. The shift essentially acknowledges that fuel economy needs had to be balanced with durability. Emission regulations (Euro 6d/Euro 7) and on-board diagnostics also require engines to maintain low emissions over longer periods – having a slightly thicker, more robust oil helps ensure components like timing chains, camshafts, and turbo bearings don’t wear excessively (which could affect emissions). Thus, Iveco decided to require an ACEA C3 level oil for the latest models, even if it means forfeiting a small efficiency gain. Oil suppliers adapted by formulating new 0W-30 C3 oils; for instance, Liqui Moly’s Top Tec 4210 0W-30 was updated to carry Iveco 18-1811 SC1 LV 21 approval alongside ACEA C3 and MB 229.51.

In summary, using the correct Iveco-spec oil is important to ensure both the engine and aftertreatment systems are protected. The evolution from S1 → SC1 → SC1 LV16 → SC1 LV21 in light-duty, and from T1/T2 → TLS E6/E9/CK-4 in heavy-duty, reflects a continuous effort to keep oils in tune with engine needs. When in doubt, one should always choose an oil that explicitly meets the exact Iveco specification for the vehicle’s model/year, as this guarantees the oil meets all the necessary requirements (ACEA, API, and Iveco’s own tests). Using an oil with mismatched HTHS or SAPS level might work for a time, but it risks long-term issues. As engines become more advanced and emission systems more sensitive, the margin for error has decreased – hence the very specific oil specs and the detailed technical demands behind them.

The following table provides a detailed overview of Q8 lubricants that meet or exceed the performance requirements of various Iveco engine oil specifications. While Iveco defines technical specifications for oils used in its engines, it does not operate a formal approval system. Therefore, lubricant manufacturers like Q8 ensure compatibility by designing oils that conform to the published Iveco standards in terms of viscosity, additive content, and performance level (e.g., ACEA, API compliance).

These equivalents cover both light-duty (e.g., Iveco Daily) and heavy-duty (e.g., Stralis, Eurocargo) applications and are selected to ensure full compatibility with Iveco’s evolving emission control technologies, fuel economy targets, and extended drain intervals. Use this table as a reference when selecting the appropriate Q8 lubricant for specific Iveco requirements.

Table 3. Q8 lubricants matching IVECO engine oil specifications