Another Shell Rotella T6 user here. I must also add that I have owned many Audi's and Vw's
and the only one that I have had to add oil between changes is my wife's 96 A6q but that's to be expected with well over 300k on the original motor. We also had a A62.7t and even with a slight oil leak I never had to add any oil between changes. The 2.7T and my current VR6 are the ones that got the Rotella treatment the others just got conventional oil.
not all oils are created equal euro oils are held to a higher standard of testing
 American Petroleum Institute
The American Petroleum Institute (API) sets minimum for performance standards for lubricants. Motor oil is used for the lubrication, cooling, and cleaning of internal combustion engines. Motor oil may be composed of a lubricant base stock only in the case of non-detergent oil, or a lubricant base stock plus additives to improve the oil's detergency, extreme pressure performance, and ability to inhibit corrosion of engine parts. Lubricant base stocks are categorized into five groups by the API. Group I base stocks are composed of fractionally distilled petroleum which is further refined with solvent extraction processes to improve certain properties such as oxidation resistance and to remove wax. Group II base stocks are composed of fractionally distilled petroleum that has been hydrocracked to further refine and purify it. Group III base stocks have similar characteristics to Group II base stocks, except that Group III base stocks have higher viscosity indexes. Group III base stocks are produced by further hydrocracking of Group II base stocks, or of hydroisomerized slack wax, (a byproduct of the dewaxing process). Group IV base stock are polyalphaolefins (PAOs). Group V is a catch-all group for any base stock not described by Groups I to IV. Examples of group V base stocks include polyol esters, polyalkylene glycols (PAG oils), and perfluoropolyalkylethers (PFPAEs). Groups I and II are commonly referred to as mineral oils, group III is typically referred to as synthetic (except in Germany and Japan, where they must not be called synthetic) and group IV is a synthetic oil. Group V base oils are so diverse that there is no catch-all description.
The API service classes have two general classifications: S for "service/spark ignition" (typical passenger cars and light trucks using gasoline engines), and C for "commercial/compression ignition" (typical diesel equipment). Engine oil which has been tested and meets the API standards may display the API Service Symbol (also known as the "Donut") with the service designation on containers sold to oil users.
The API oil classification structure has eliminated specific support for wet-clutch motorcycle applications in their descriptors, and API SJ and newer oils are referred to be specific to automobile and light truck use. Accordingly, motorcycle oils are subject to their own unique standards.
The latest API service standard designation is SN for gasoline automobile and light-truck engines. The SN standard refers to a group of laboratory and engine tests, including the latest series for control of high-temperature deposits. Current API service categories include SN, SM, SL and SJ for gasoline engines. All previous service designations are obsolete, although motorcycle oils commonly still use the SF/SG standard.
All the current gasoline categories (including the obsolete SH), have placed limitations on the phosphorus content for certain SAE viscosity grades (the xW-20, xW-30) due to the chemical poisoning that phosphorus has on catalytic converters. Phosphorus is a key anti-wear component in motor oil and is usually found in motor oil in the form of zinc dithiophosphate. Each new API category has placed successively lower phosphorus and zinc limits, and thus has created a controversial issue of obsolescent oils needed for older engines, especially engines with sliding (flat/cleave) tappets. API, and ILSAC, which represents most of the worlds major automobile/engine manufactures, states API SM/ILSAC GF-4 is fully backwards compatible, and it is noted that one of the engine tests required for API SM, the Sequence IVA, is a sliding tappet design to test specifically for cam wear protection. Not everyone is in agreement with backwards compatibility, and in addition, there are special situations, such as "performance" engines or fully race built engines, where the engine protection requirements are above and beyond API/ILSAC requirements. Because of this, there are specialty oils out in the market place with higher than API allowed phosphorus levels. Most engines built before 1985 have the flat/cleave bearing style systems of construction, which is sensitive to reducing zinc and phosphorus. Example; in API SG rated oils, this was at the 1200-1300 ppm level for zinc and phosphorus, where the current SM is under 600 ppm. This reduction in anti-wear chemicals in oil has caused premature failures of camshafts and other high pressure bearings in many older automobiles and has been blamed for pre-mature failure of the oil pump drive/cam position sensor gear that is meshed with camshaft gear in some modern engines.
There are six diesel engine service designations which are current: CJ-4, CI-4, CH-4, CG-4, CF-2, and CF. Some manufacturers continue to use obsolete designations such as CC for small or stationary diesel engines. In addition, API created a separated CI-4 PLUS designation in conjunction with CJ-4 and CI-4 for oils that meet certain extra requirements, and this marking is located in the lower portion of the API Service Symbol "Donut".
It is possible for an oil to conform to both the gasoline and diesel standards. In fact, it is the norm for all diesel rated engine oils to carry the "corresponding" gasoline specification. For example, API CJ-4 will almost always list either SL or SM, API CI-4 with SL, API CH-4 with SJ, and so on.
The International Lubricant Standardization and Approval Committee (ILSAC) also has standards for motor oil. Introduced in 2004, GF-4 applies to SAE 0W-20, 5W-20, 0W-30, 5W-30, and 10W-30 viscosity grade oils. In general, ILSAC works with API in creating the newest gasoline oil specification, with ILSAC adding an extra requirement of fuel economy testing to their specification. For GF-4, a Sequence VIB Fuel Economy Test (ASTM D6837) is required that is not required in API service category SM.
A key new test for GF-4, which is also required for API SM, is the Sequence IIIG, which involves running a 3.8 L (232 in3), GM 3.8 L V-6 at 125 hp (93 kW), 3,600 rpm, and 150 °C (300 °F) oil temperature for 100 hours. These are much more severe conditions than any API-specified oil was designed for: cars which typically push their oil temperature consistently above 100 °C (212 °F) are most turbocharged engines, along with most engines of European or Japanese origin, particularly small capacity, high power output.
The IIIG test is about 50% more difficult than the previous IIIF test, used in GF-3 and API SL oils. Engine oils bearing the API starburst symbol since 2005 are ILSAC GF-4 compliant.
To help consumers recognize that an oil meets the ILSAC requirements, API developed a "starburst" certification mark.
A new set of specifications, GF-5, took effect in October 2010. The industry has one year to convert their oils to GF-5 and in September 2011, ILSAC will no longer offer licensing for GF-4.
The ACEA (Association des Constructeurs Européens d'Automobiles) performance/quality classifications A3/A5 tests used in Europe are arguably more stringent than the API and ILSAC standards. CEC (The Co-ordinating European Council) is the development body for fuel and lubricant testing in Europe and beyond, setting the standards via their European Industry groups; ACEA, ATIEL, ATC and CONCAWE.
Lubrizol, a supplier of additives to nearly all motor oil companies, hosts a Relative Performance Tool which directly compares the manufacturer and industry specs. Differences in their performance is apparent in the form of interactive spider graphs, which both expert and novice can appreciate
link to wiki if you click on the #14 @the end of ACEA a bar graph appear showing the difference
I use Shell Rotella T6 5w-40 Full Synthetic. Very little oil consumption, was a little less then 1quart on my 5K oil change. Cheap and very reliable and best oil to use on any stock or modified engine as it has very good base stock and very high sheer protection. Overall it is rated to racing oils like Amsoil and Royal Purple but at half the cost and can be found at any store.
I drove a 500 WHP STI, and Everyone on STI, EVO, Supra and Lexus forums uses this oil for protection on their high HP builds and is has been compared back to back as the rival of most oils.
Last edited by TRDRacer; 05-11-2012 at 07:01 PM.
DDM 35watt 5000K, 5000K LED Lic Plate lights, smoked Corners, Painted lower Trim, Plasti Dipped Chrome Door Moldings and Front Grill, Antenna Shaved, Custom CAI with AMSOIL DRY FLOW Filter, Custom 3" Turboback Exhaust,
Working On: HX35 Holset Turbo, ATP Cast Iron Manifold, 44mm Dump, Witchhunter Modified Stock Injectors 800CC + more.
2008 2.0t FSI
Mobil 0W-40 since new
Changed every 5000 miles
20 oil changes so far (103,100 miles and counting)
Always uses less than 1 qt per 5000 mile interval
2008 VW Passat 2.0T FSi w/APR Stage 1 Chip
Painted Badgeless Grill
Drivers Gear Sport Springs
First 800 miles after liqui moly Voll-Synthese Engine Oil change (5w-40) - 5 Liter. haven't had to add oil yet. normally i would have added 1/2 quart by now. took a recent trip to DC area 500mile round trip. (to in laws) so its a trip i normally make about 5-6 times a year. i usually check my oil before leaving to. & after arriving @ DC. normally i add 1/4 quart and 1/4 quart upon arriving back in NYC. oil level is the same didnt have to add this time. But i cant say it's the oil alone. Done a few mods since then. first was s3 intercooler when changing old intercooler, oil was present.also oil was present when i installed piston diverter valve. so i replaced rear pcv breather tube, then i replaced front pcv with bsh block off plate. then i upgraded to awe diverter valve but this time no oil present @ diverter valve.
strictly a lower case poster Mods too many to list
I've been watching my consumption. Running ELF, Our A4 2.0t has consumed maybe 1/4 quart in the last 2,500 miles. Our 3.6 has no measurable loss in the last 2k.
A big change from the 1quart every 5k when I ran Castrol in the 2.0t.
There's no incentive for US oils to up the spec to match Euro oils. They thrive on the 5k changing habits of US drivers.