Unless Yukon, or Fairbanks, Alaska, pour point is not as good an indicator. That is why there is CCS testing that determines cold performance. 5W is good in theory, as low as -30 (I used it as low as -42 °C), and 0W is as low as -35. That is where CCS is measured. That does not mean oil cannot perform well below that. There are 0W oils that have a higher pour point than 5W oils, yet they performed better when it comes to cold cranking than the 5W oils. For example, Mobil1 0W40 is -42c, while Shell Helix 5W40 Pure Plus is -54c. However, 0W indicates better cold cranking pumpability.
M1 0W40 API SN (previous version) had sulfated ash at 1.32%. It was high and in engines prone to IVD will dump more deposits. However, B46/48 is not prone to IVD. Current Mobil1 API SP has sulfated ash at levels as any other oil of that category.
Europeans use LL04 since 2009. The reason for that is that in EU gas in 2009 became ultra-low sulphur. That only happened in North America, and not at once, in January 2017. In the North America requirement is still "average" 10ppm. Meaning, you could still stumble on higher sulphur levels that could shorten longevity of oil. From logistical standpoint, does not make sense, but not sure how things are in Canada with gas. LL01 will be able to do longer OCI as the additive package is richer. If gas is an issue, LL01 is always a better option! BMW, since the N54 IVD issues, really does not have those problems, regardless of whether the oil is Low-SAPS or Full SAPS. If gas is good, LL04 will do it.
Again, pour point is not an indicator of cold cranking performance. Pour point does tell us about base stock compositions, mostly, higher PAO levels means lower pour point. Howeever, since API SP we see Group III oils utilizing pretty good base stocks with pour points as low as -45.
