I can't directly copy the PDF links to this post but you should be able to Google the info for yourselves (if someone does know how to copy the links, please add them)...
Okay, I see that last December, Afton launched two new PCMO DI packages. You can find the two product data sheets freely available to read on their website.
Hitec®11145 is a GF-5/SN pack that has demonstrated performance on TGDI engines (both Ford & GM). Although it's not specifically stated, one might assume that this product is good for GF-5+. It has a treat rate of 8.5%.
Hitec®11180 is a DI pack which as well as meeting GF-5/SN, also meets the requirements of GM dexos 1™ Gen 2. The DI treats at 10.1%.
Both product data sheets provide data on Pre-ignition (GM SPI, Ford LPSI), Wear (Seq IVB, Ford Timing Chain Wear...both future GF-6 tests) & Cleanliness (GM Oxidation, GM Deposits). The test results are suitably obfuscated and are shown as '% of spec limit'. You should note that the Hitec®11180 data sheet provides a result for GM Turbo Cleanliness whereas the Hitec®11145 datasheet doesn't. One can never be sure but one might infer that this is because the latter doesn't actually pass the GM Turbo test (which is why there's no result).
Neither PDF provides any information on the types of base oil or VII used to generate the test data. Nor is it stated whether Hitec®11180 is Hitec®11145 with a 1.6% boost of 'something' added on top. No information on whether the Detergent is calcium or magnesium based is provided.
Hitec®11145 has a quoted TBN of 86 which would imply a finished oil with a TBN of 7.3. No TBN data is provided for Hitec®11180.
It's something of a fool's errand to contrast the data provided in the two data sheets. These could have been generated with different base oils & even different viscocity grades. However, if like me, you err towards the foolish, you might note that the higher treat rate product is...
- the same on GM SPI (both are zero%)
- better on Ford LSPI (60% vs 70%)
- better on Sea IVB wear (50% vs 84%)
- similar on Ford Timing Chain Wear (80% vs 75%)
- similar on GM Oxidation (25% vs 21%)
- similar on GM Deposits (85% vs 81%)
- only Hitec®11180 has a GM Turbo Cleanliness result (25%)
My one big take from this is the info on LSPI. I have long argued that LSPI was a problem that had been massively exaggerated & over-hyped by certain overly neurotic US OEMs. This info suggests that a relatively low treat rate DI pack can zap LSPI dead in its tracks on GM TGDI engines and control it in Ford TGDI engines. I freely accept that this might require oils to be fully (or predominantly) Group III based but if this is the case, why didn't they just come out with it and says so in the first place?