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Synthetic Multi-Viscosity Hydraulic Oil

High Quality/Viscosity Index ISO-32

Priced Right - Synthetic Hydraulic Oil ISO 32 (HVH)
AMSOIL Synthetic Multi-Viscosity Hydraulic Oil's blend of high-viscosity-index base oils and performance additives provides all-season protection and reliable operation in all types of hydraulic systems. Its proven wear resistance and varnish-control deliver maximum hydraulic system performance and life. Synthetic Multi-Viscosity Hydraulic Oil is additionally tailored to promote energy efficiency and foam suppression.

Taking the industry by storm AMSOIL has introduced the highest quality line of hydraulic oils for the lowest possible cost. Call us for the best price for your equipment. 1-800-579-0580 Commercial price available by phone.

All-Season Performance
Multi-Viscosity Hydraulic Oil is designed for all-season use. Each viscosity covers a broad operating temperature range, helping eliminate seasonal oil changes. Its low pour point ensures the oil flows more readily in cold temperatures than petroleum oils. Bearings and other components receive almost immediate lubrication at start up, reducing long-term wear and instances of pressure spikes and erratic operation as a result of poor fluidity. At high operating temperatures, Multi-Viscosity Hydraulic Oil resists thermal breakdown and maintains its protective viscosity, allowing formation of a strong lubricating film.

Upgrade your conventional oil to AMSOIL to see and feel the difference! More work using less energy at all temperature extremes. Measurable wear and reduction in deposits as well as a reduction in downtime will save you money.

Call 800-579-0580 for wholesale pricing or to order via phone.

Package sizes include:
5-Gallon Pail
Drums in 30, and 275 gallon.

Download this printable PDF on (HVH) Synthetic Multi Viscosity Hydraulic Oil

Buy Amsoil Synthetic Multi Viscosity Hydraulic Oil (ISO 32) HVH In the Online Store Now

Varnish-Control Technology
Increased heat can cause varnish to form on metal surfaces, including valves, pumps and bearings. Its soft, sticky composition ultimately hardens into a harmful veneer that can reduce fluid flow, plug filters, stick valves and increase friction. Synthetic Multi-Viscosity Hydraulic Oil is fortified with anti-varnish additives that chemically react with the building blocks of varnish, inhibiting its formation. It helps hydraulic systems remain clean and long-lasting.

  • Increases convenience and reduces costs due to all-season performance
  • Formulated to reduce maintenance costs with anti-wear and anti-varnish chemistry
  • Promotes maximum fluid life by resisting viscosity loss and chemical breakdown
  • Designed to increase system performance and responsiveness through foam suppression and fast air-release properties
  • Helps reduce energy costs due to high-viscosity-index, energy-efficient formulation

Anti-Wear Chemistry
Synthetic Multi-Viscosity Hydraulic Oil features a shear-stable formulation fortified with the latest zinc-type anti-wear additives. It meets the stringent viscosity retention requirements of Parker Hannifin (Denison) HF-0 and demonstrates excellent anti-wear performance and compatibility with yellow metals in standardized laboratory and pump manufacturer tests (see below). Synthetic Multi-Viscosity Hydraulic Oil demonstrates excellent protection for pumps, motors, valves and other components against wear.

Yellow matals are protected with AMSOIL's Multi-viscosity Hydraulic fluid

After 608 hours of strenuous pump testing in a Parker Hannifin (Denison) T6H20C Hybrid pump the piston shoes demonstrated only moderate polishing and trace, random scratches, proving AMSOIL Synthetic Multi-Viscosity Hydraulic Oil excels at protecting yellow metals. The vane pump cam ring exhibited only light polishing and trace scratching, further confirming the excellent wear protection provided by the oil.

The correct viscosity grade of AMSOIL Synthetic Multi-Viscosity Hydraulic Oil is recommended for high- and low-pressure gear, vane and piston stationary and mobile hydraulic systems, including those with bronze metallurgy. It is recommended for all types of applications requiring the following industry and equipment specifications:


Stock Code
Parker Hannifin (Denison) HF-0, HF-1, HF-2  
Vickers I-286-S, M-2950-S  
DIN 51524 Parts 2 & 3  
Cincinnati Milacron P-68  
Cincinnati Milacron P-70    
Cincinnati Milacron P-69      


Typical Technical Properties

Synthetic HV Hydraulic Oil

ISO 22
ISO 32
ISO 46
ISO 68
ISO VG (ASTM D 2422)
22 32 46 68
Kinematic Viscosity @100°C cSt (ASTM D 445)
5.2 6.5 8.5 11.2
Kinematic Viscosity @40°C cSt (ASTM D 445)
23.6 31.8 46.7 68.5
Viscosity Index (ASTM D 2270)
161 165 161 155
Flash Point °C (°F) (ASTM D 92)
228 (442) 224 (435) 246 (475) 252 (486)
Fire Point °C (°F) (ASTM D 92)
242 (468) 246 (475) 266 (511) 270 (518)
Pour Point °C (°F) (ASTM D 97)
-49 (-56) -46 (-51) -44 (-47) -41 (-42)
Four-Ball Wear Test (ASTM D 4172B) (40 kg, 1200 rpm, 75° C, 60 min.)
0.42 0.42 0.41 0.41
Copper Strip Corrosion Test 100°C, 3 hrs. (ASTM D 130)
1A 1A 1A 1A
Foam (ASTM D 892, Sequence I, II & III)
0/0, 10/0, 0/0 0/0, 10/0, 0/0 0/0, 10/0, 0/0 0/0, 35/0, 0/0
Demulsibility (ASTM D 1401)
40-40-0 (20) 40-40-0 (25) 40-40-0 (20) 40-40-0 (20)
Seal Tests Elastomer SRE-NBR 1, 100°C, 168 hrs. (ASTM D 471)
Pass Pass Pass Pass
Rust Testing
Distilled and Salt Water (ASTM D 665A & B)
Pass Pass Pass Pass
KRL Shear Test, 15% Max KV loss, Stay-in-Grade
Pass Pass Pass Pass



Engine technologies present new Benefits & Challenges

Many mechanical developments designed to reduce emissions and improve efficiency place added stress on lubricants and fuel systems.


In recent years, mandated emissions reductions and new fuel economy
standards have been the major drivers for new engine technologies. Application of improved engine technologies is
accelerating to meet these mandates, challenging lubrication and fuel systems to operate accordingly. Two of the most
common recently improved engine technologies include turbochargers and gasoline direct injection.

Turbocharged engines have gained popularity with vehicle manufacturers for their ability to maintain or increase engine power while simultaneously increasing fuel economy. Turbochargers work by harnessing hot exhaust gases to drive a compressor, which in turn pressurizes air from the intake system to generate more engine power. Since turbochargers are continually exposed to hot exhaust gases, they stress lubricants far beyond other areas of the engine. High temperatures create the potential for localized sludge and deposit build-up in critical areas, which can lead to damage to the turbocharger and other parts of the engine if not lubricated and maintained correctly. Some engines equipped with turbochargers require warm-up and cool-down periods to avoid coking, which is when motor oil becomes baked onto the internal parts of the turbocharger.

According to BorgWarner Turbo and Emissions Systems, 90 percent of all turbocharger failures are due to one of
the following causes:
1. Penetration of foreign bodies into the
turbine or compressor
2. Dirt in the oil
3. Inadequate oil supply (oil pressure/filter system)
4. High exhaust gas temperatures.

These failures can generally be avoided with regular maintenance. Maintaining the air intake and filter for example, helps keep the system running cooler and ensures that no random foreign material gets into the turbocharger.

Many new turbocharger-equipped engines are designed to be consumer friendly and require little, if any, special intervention. For example, the new Ford EcoBoost™ engine has two water cooled turbochargers that continually circulate coolant after engine shut-down to ensure that the turbo is sufficiently cooled to prevent coking. Although this addresses some of the immediate issues, oil debris and localized excessive oil temperatures can still cause long-term issues.

Gasoline Direct Injection Engines
Gasoline direct injection (GDI) engines are becoming more widely used by vehicle manufacturers because, like
turbochargers, they can maintain engine power while also increasing fuel efficiency. In a GDI engine fuel is injected directly into the combustion chamber rather than the intake side of the engine. GDI technologies from different manufacturers vary and component design is slightly different depending on the company. Some GDI engines have exhibited problems with
carbon build-up on the intake side of valves. Oily residues build up over time and deposit on the back side of intake
valves causing loss of engine horsepower, sluggish operation and poor fuel economy.

One of the larger concerns is the potential for clogging fuel injectors. GDI systems operate under very high pressures and temperatures. The fuel injector resides inside the combustion chamber, so it is exposed to continuous cycles of high heat and pressure followed by cold-soak periods. This is a much more severe operating environment and deposit issues are more
common than in engines with injectors on the intake side. Since GDI systems depend on high pressures to atomize the fuel, any disruption of the fuel flow through the small injector openings creates noticeable issues. This problem is so prevalent that a GDI deposit test was designed specifically to predict deposit formation and impact on fuel flow.

So, with more change comes more issues and opportunities. Increased use of turbochargers places more stress on lubricants and filter technology. Lubricants must hold up to excessive temperatures created by use of these systems, and they must be able to quickly pull heat away from lubricated areas. In addition oil filtration is critical as these systems continuously operate
under high load and rpm. A slug of dirt particles in engine oil can tear up key bearing components quickly. Seems like a problem specifically designed for AMSOIL motor oils and high efficiency nanofiber filters.

GDI technology has many benefits but some significant issues. The pressure cooker that is created by high temperatures,
high fuel pressures and smaller fuel injector openings can certainly cause new issues for drivers. Varying fuel quality also creates another opportunity for AMSOIL fuel additives to help prevent or eliminate the issue.

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