What oil is better to fill in the internal combustion engine
Content
The question of what oil is better to fill in the engineworries many car owners. The choice of lubricating fluid is often based on the selection of viscosity, API class, ACEA, auto manufacturers' approval and several other factors. At the same time, few people take into account the physical characteristics of oils and quality standards regarding what fuel the car engine runs on or its design features. For turbocharged internal combustion engines and internal combustion engines with gas-balloon equipment, the selection is carried out separately. it is also important to know what a negative effect fuel with a large amount of sulfur has on the internal combustion engine, and how to select oil in this case.
Engine oil requirements
in order to determine exactly what kind of oil to fill in the internal combustion engine of a car, it is worth understanding the requirements that the lubricating fluid should ideally meet. These criteria include:
- high detergent and solubilizing properties;
- high anti-wear abilities;
- high thermal and oxidative stability;
- no corrosive effect on internal combustion engine parts;
- ability to long-term preservation of operational properties and resistance to aging;
- low level of waste in the internal combustion engine, low volatility;
- high thermal stability;
- the absence (or a small amount) of foam in all temperature conditions;
- compatibility with all materials from which the sealing elements of the internal combustion engine are made;
- compatibility with catalysts;
- reliable operation at low temperatures, ensuring a normal cold start, good pumpability in cold weather;
- reliability of lubrication of engine parts.
After all, the whole difficulty of choosing is that it is impossible to find a lubricant that would fully satisfy all the requirements, since sometimes they are simply mutually exclusive. And besides, there is no definite answer to the question of which oil to fill in a gasoline or diesel internal combustion engine, since for each specific type of engine you need to choose your own.
Some motors require environmentally friendly oil, others viscous or vice versa more liquid. And in order to find out which ICE is better to fill in, you definitely need to know such concepts as viscosity, ash content, alkaline and acid number, and how they are related to the tolerances of car manufacturers and the ACEA standard.
Viscosity and tolerances
Traditionally, the choice of engine oil is made according to the viscosity and tolerances of the automaker. On the Internet you can find a lot of information about this. We will only briefly recall that there are two basic standards - SAE and ACEA, according to which oil must be selected.
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The viscosity value (for example, 5W-30 or 5W-40) gives some information about the performance properties of the lubricant, as well as the engine where it is used (only certain oils with certain characteristics can be poured into some engines). Therefore, it is imperative to pay attention to the tolerances according to the ACEA standard, for example, ACEA A1 / B1; ACEA A3/B4; ACEA A5/B5; ACEA C2 ... C5 and others. This applies to both petrol and diesel engines.
Many car enthusiasts are interested in the question of which API is better? The answer to it will be - suitable for a particular internal combustion engine. There are several classes for currently produced cars. For gasoline, these are the SM classes (for cars manufactured in 2004 ... 2010), SN (for vehicles manufactured after 2010) and the new API SP class (for vehicles manufactured after 2020), we will not consider the rest due to the fact that they are considered obsolete. For diesel engines, similar designations are CI-4 and (2004 ... 2010) and CJ-4 (after 2010). If your machine is older, then you need to look at other values according to the API standard. And remember that it is undesirable to fill in more “new” oils in old cars (that is, for example, fill in SN instead of SM). It is necessary to strictly adhere to the instructions of the automaker (this is due to the design and equipment of the motor).
Engine engine manufacturers have their own engine oil approvals (e.g. BMW Longlife-04; Dexos2; GM-LL-A-025/ GM-LL-B-025; MB 229.31/MB 229.51; Porsche A40; VW 502 00/VW 505 00 and others). If the oil complies with one or another tolerance, then information about this will be directly indicated on the canister label. If your car has such a tolerance, then it is very advisable to select an oil that matches it.
The listed three selection options are mandatory and basic, and they must be adhered to. However, there are also a number of interesting parameters that allow you to choose the oil that is ideal for a particular car's internal combustion engine.
Oil manufacturers raise high-temperature viscosity by adding polymeric thickeners to their composition. However, the value of 60 is, in fact, extreme, since further addition of these chemical elements is not worth it, and only harms the composition.
Oils with low kinematic viscosity are suitable for new ICE and ICE, in which oil channels and holes (clearances) have a small cross section. That is, the lubricating fluid seeps into them without problems during operation and performs a protective function. If thick oil (40, 50, and even more so 60) is poured into such a motor, then it simply cannot seep through the channels, which in turn will lead to two unfortunate consequences. First, the internal combustion engine will run dry. Secondly, most of the oil will enter the combustion chamber, and from there into the exhaust system, that is, there will be an “oil burner” and bluish smoke from the exhaust.
Oils with low kinematic viscosity are often used in turbocharged and boxer ICEs (new models), since there are usually thin oil channels, and cooling is largely due to oil.
Oils with high temperature viscosities of 50 and 60 are very thick and are suitable for engines with wide oil passages. Their other purpose is to be used in engines with high mileage, which have large gaps between parts (or in ICEs of heavily loaded trucks). Such motors must be treated with caution, and used only if the engine manufacturer allows it.
In some cases (when repair is not possible for any reason), such oil can be poured into an old internal combustion engine in order to reduce the intensity of smoke. However, at the first opportunity, it is necessary to carry out internal combustion engine diagnostics and repairs, and then fill in the oil recommended by the car manufacturer.
ACEA standard
ACEA - European Association of Machine Manufacturers, which includes BMW, DAF, Ford of Europe, General Motors Europe, MAN, Mercedes-Benz, Peugeot, Porsche, Renault, Rolls Royce, Rover, Saab-Scania, Volkswagen, Volvo, FIAT and others . According to the standard, oils are divided into three broad categories:
- A1, A3 and A5 - quality levels of oils for gasoline engines;
- B1, B3, B4 and B5 are oil quality levels for passenger cars and small trucks with diesel engines.
Usually, modern oils are universal, so they can be poured into both gasoline and diesel ICEs. Therefore, one of the following designations is on oil cans:
- ACEA A1 / B1;
- ACEA A3 / B3;
- ACEA A3 / B4;
- ACEA A5 / B5.
also according to the ACEA standard, there are the following oils that have increased compatibility with catalytic converters (sometimes they are called low ash, but this is not entirely true, since there are medium and full ash samples in the line).
- C1. It is a low-ash oil (SAPS - Sulphated Ash, Phosphorus and Sulfur, "sulfated ash, phosphorus and sulfur"). It can also be used with diesel engines, which can be filled with low-viscosity oils, as well as with direct fuel injection. The oil must have an HTHS ratio of at least 2,9 mPa•s.
- C2. It is medium sized. It can be used with ICEs that have any exhaust system (even the most complex and modern). Including diesel engines with direct fuel injection. It can be poured into engines running on low-viscosity oils.
- C3. Similar to the previous one, it is medium-ash, can be used with any motors, including those that allow the use of low-viscosity lubricants. However, here the HTHS value is allowed not lower than 3,5 MPa•s.
- C4. It is a low ash oil. In all other respects, they are similar to the previous samples, however, the HTHS reading must be at least 3,5 MPa•s.
- C5. The most modern class introduced in 2017. Officially, it is medium ash, but the HTHS value here is not lower than 2,6 MPa•s. Otherwise, the oil can be used with any diesel engine.
also according to the ACEA standard, there are oils used in diesel ICEs operating in difficult conditions (trucks and construction equipment, buses, and so on). They have the designation - E4, E6, E7, E9. Due to their specificity, we will not consider them.
The choice of oil according to the ACEA standard depends on the type of internal combustion engine and its degree of wear. So, the older A3, B3 and B4 are suitable for use in most ICE cars that are at least 5 years old. Moreover, they can be used with domestic, not very high-quality (with large sulfur impurities) fuel. But the C4 and C5 standards should be used if you are sure that the fuel is of high quality and meets the accepted modern environmental standard Euro-5 (and even more so Euro-6). Otherwise, high-quality oils, on the contrary, will only “kill” the internal combustion engine and reduce its resource (up to half the calculated period).
The effect of sulfur on fuel
it is worth briefly dwelling on the question of what effect the sulfur present in the fuel has on the internal combustion engine and the lubricating properties of oils. Currently, to neutralize harmful emissions (especially diesel engines), one of (and sometimes both at the same time) systems are used - SCR (exhaust neutralization using urea) and EGR (Exhaust Gas Recirculation - exhaust gas recirculation system). The latter reacts especially well to sulfur.
The EGR system directs some of the exhaust gases from the exhaust manifold back to the intake manifold. this reduces the amount of oxygen in the combustion chamber, which means that the combustion temperature of the fuel mixture will be lower. Due to this, the amount of nitrogen oxides (NO) is reduced. However, at the same time, the gases returned from the exhaust manifold have a high humidity, and in contact with the sulfur present in the fuel, they form sulfuric acid. It, in turn, has a very harmful effect on the walls of internal combustion engine parts, contributing to corrosion, including the cylinder block and unit injectors. also incoming sulfur compounds reduce the life of the engine oil being filled.
Also, sulfur in the fuel reduces the life of the particulate filter. And the more it is, the faster the filter fails. The reason for this is that the result of combustion is sulfate sulfur, which contributes to an increase in the formation of non-combustible soot, which subsequently enters the filter.
Additional selection options
The standards and viscosities by which oils are selected are the necessary information for selection. However, in order to make the choice ideal, it is best to make a selection by ICE. namely, considering what materials the block and pistons are made of, their size, design and other features. Often the choice can be made simply by the brand of internal combustion engine.
"Games" with viscosity
During the operation of the car, its internal combustion engine naturally wears out, and the gap between the individual parts increases, and the rubber seals can gradually pass the lubricating fluid. Therefore, for ICEs with high mileage, it is allowed to use a more viscous oil than was previously filled in. Including this will reduce fuel consumption, especially in winter. also, viscosity can be increased with constant driving in the urban cycle (at low speed).
Conversely, the viscosity can be lowered (for example, use 5W-30 oils instead of the recommended 5W-40) if the car often drives at high speed on the highway, or the internal combustion engine operates at low speeds and light loads (does not overheat).
Please note that different manufacturers of oils with the same declared viscosity may actually show different results (this is also due to the base base and density). To compare the viscosity of the oil in garage conditions, you can take two transparent containers and fill it to the top with different oils that need to be compared. Then take two balls of the same mass (or other objects, preferably of a streamlined shape) and simultaneously drown them in the prepared test tubes. The oil where the ball reaches the bottom faster has a lower viscosity.
It is especially interesting to conduct such experiments in frosty weather in order to better understand the applicability of motor oils in winter. Often low-quality oils freeze already at -10 degrees Celsius.
Interestingly, the less viscous oil is used, the more of it goes to waste. This is due to the fact that more of it remains on the walls of the cylinders and burns out. This is especially true if the piston component of the internal combustion engine is significantly worn out. In this case, it is worth switching to a more viscous lubricant.
Oil with a viscosity recommended by the automaker should be used when the engine resource is reduced by about 25%. If the resource has decreased by 25 ... 75%, then it is better to use oil, the viscosity of which is one value higher. Well, if the internal combustion engine is in a pre-repair condition, then it is better to use a more viscous oil, or use special additives that reduce smoke and increase viscosity due to thickeners.
There is a test according to which it is measured how many seconds at zero temperature after starting the internal combustion engine, the oil from the system will reach the camshaft. Its results are as follows:
- 0W-30 — 2,8 seconds;
- 5W-40 — 8 seconds;
- 10W-40 — 28 seconds;
- 15W-40 — 48 sec.
In accordance with this information, oil with a viscosity of 10W-40 is not included in the recommended oils for many modern machines, especially those with two camshafts and an overloaded valve train. The same applies to pump-injector diesel engines from Volkswagen manufactured before June 2006. There is a clear viscosity tolerance of 0W-30 and a tolerance of 506.01. With an increase in viscosity, for example, up to 5W-40 in winter, camshafts can easily be disabled.
Recently, Asian (but also some European) automakers have begun experimenting with low-viscosity oils. For example, the same car model may have different oil tolerances. So, for the domestic Japanese market, it can be 5W-20 or 0W-20, and for the European (including the Russian market) - 5W-30 or 5W-40. Why is this happening?
Fact is that viscosity is selected according to the design and material of manufacture of engine parts, namely, the configuration of pistons, ring stiffness. So, for low-viscosity oils (machines for the domestic Japanese market), the piston is made with a special anti-friction coating. the piston also has a different “barrel” angle, a different “skirt” curvature. However, this can only be known with the help of special tools.
But what can be determined by eye (disassembling the piston group) is that for ICEs designed for low-viscosity oils, the compression rings are softer, they spring less, and often they can even be bent by hand. And this is NOT a factory marriage! As for the oil scraper ring, they have less rigidity of the base scraper blades, the pistons have fewer holes and are thinner. Naturally, if 5W-40 or 5W-50 oil is poured into such an engine, then the oil simply will not lubricate the engine normally, but instead will enter the combustion chamber with all the ensuing consequences.
Accordingly, the Japanese are trying to produce their export cars in accordance with European requirements. This also applies to the design of the motor, designed to work with more viscous oils.
Modern requirements of Euro IV - VI
In connection with modern requirements for environmental friendliness, automakers began to equip their cars with a complex exhaust gas purification system. So, it includes one or two catalysts and a third (second) catalyst in the silencer area (the so-called barium filter). However, today such cars practically do not arrive in the CIS countries, but this is partly good, because, firstly, it is difficult for them to find oil (it will be very expensive), and secondly, such cars are demanding on fuel quality.
Such gasoline engines require the same oils as diesel engines with a particulate filter, that is, low ash (Low SAPS). Therefore, if your car is not equipped with such a complex exhaust filtration system, then it is better to use full-ash, full-viscosity oils (unless the instructions explicitly state otherwise). Since full ash fillers better protect the internal combustion engine from wear!
Diesel engines with particulate filters
For diesel engines equipped with particulate filters, on the contrary, low-ash oils (ACEA A5 / B5) must be used. it Mandatory requirement, nothing else can be filled in! Otherwise, the filter will quickly fail. This is due to two facts. The first is that if full-ash oils are used in a system with a particulate filter, the filter will quickly clog, because as a result of the combustion of the lubricant, a lot of non-combustible soot and ash remains, which enters the filter.
The second fact is that some of the materials from which the filter is made (namely, platinum) do not tolerate the effects of combustion products of full-ash oils. And this, in turn, will lead to a quick failure of the filter.
Nuances of tolerances - Meets or Approved
Above there was already information that it is desirable to use oils of those brands that have approvals from specific car manufacturers. However, there is a subtlety here. There are two English words - Meets and Approved. In the first case, the oil company claims that its products allegedly fully meet the requirements of a particular machine brand. But this is a statement from the oil manufacturer, not the automaker at all! He may not even be aware of it. I mean, it's kind of a publicity stunt.
Example of the inscription Approval on a canister
The word Approved is translated into Russian as verified, approved. That is, it was the automaker who performed the appropriate laboratory tests and decided that specific oils are suitable for the ICEs they produce. In fact, such research costs millions of dollars, which is why automakers often save money. So, only one oil may have been tested, and in advertising brochures you can find information that the entire line has been tested. However, in this case, checking the information is quite simple. You just need to go to the official website of the automaker and find information about which oils and for which model there are appropriate approvals.
European and global automakers carry out chemical tests of oils in reality, using laboratory equipment and technologies. Domestic automakers, on the other hand, follow the path of least resistance, that is, they simply negotiate with oil producers. Therefore, it is worth believing in the tolerances of domestic companies with caution (for the purpose of anti-advertising, we will not name a well-known domestic automaker and another domestic oil producer that cooperate in this way).
Energy saving oils
So-called "energy-saving" oils can now be found on the market. That is, in theory, they are designed to save fuel consumption. This is achieved by reducing the high temperature viscosity. There is such an indicator - High temperature / High shear viscosity (HT / HS). And it is for energy-saving oils in the range from 2,9 to 3,5 MPa•s. However, it is known that a decrease in viscosity leads to poorer surface protection of internal combustion engine parts. Therefore, you can not fill them anywhere! They can only be used in ICEs specially designed for them.
For example, automakers such as BMW and Mercedes-Benz do not recommend the use of energy-saving oils. But many Japanese automakers, on the contrary, insist on their use. Therefore, additional information on whether it is possible to fill in energy-saving oils in the internal combustion engine of your car should be found in the manual or technical documentation for a particular car.
How to understand that this is energy-saving oil in front of you? To do this, you need to use the ACEA standards. So, the oils denoted A1 and A5 for petrol engines and B1 and B5 for diesel engines are energy efficient. Others (A3, B3, B4) are ordinary. Please note that the ACEA A1/B1 category has been canceled since 2016 as it is considered obsolete. As for ACEA A5 / B5, it is directly forbidden to use them in ICEs of certain designs! The situation is similar with category C1. Currently, it is considered obsolete, that is, it is not produced, and it is extremely rare for sale.
Oil for boxer engine
The boxer engine is installed on many models of modern cars, for example, on almost all models of the Japanese automaker Subaru. The motor has an interesting and special design, so the selection of oil for it is very important.
The first thing to note - ACEA A1/A5 energy saving fluids are not recommended for Subaru boxer engines. This is due to the design of the engine, increased loads on the crankshaft, narrow crankshaft journals, and a large load on the area of \uXNUMXb\uXNUMXbparts. Therefore, with regard to the ACEA standard, then it is better to fill in oil with a value of A3, that is, in order for the mentioned High temperature/High shear viscosity ratio to be above the value of 3,5 MPa•s. Choose ACEA A3/B3 (ACEA A3/B4 filling is NOT recommended).
Scheme of operation of the boxer internal combustion engine
As for viscosity, it all depends on the degree of deterioration of the motor, as well as its model. The fact is that the first boxer engines differ from their newer counterparts in the size of the cross sections of the oil channels. In older ICEs, they are wider, in new ones, respectively, narrower. Therefore, it is undesirable to pour too viscous oil into the boxer internal combustion engine of new models. The situation is aggravated if there is a turbine. It also does not need a very viscous lubricant to cool it.
Therefore, the conclusion can be made as follows: first of all, take an interest in the recommendations of the automaker. Most of the experienced car owners of such cars fill new engines with oils with a viscosity of 0W-20 or 5W-30 (namely, it is relevant for the Subaru FB20 / FB25 engine). If the engine has a high mileage or the driver adheres to a mixed driving style, then it is better to fill in something with a viscosity of 5W-40 or 5W-50.
Oil-killing engines
To date, there are hundreds of different designs of internal combustion engines in the world. Some people need to fill the oil more often, others less often. And the design of the engine also affects the replacement interval. There is information about which specific ICE models really “kill” the oil poured into them, which is why the car enthusiast is forced to significantly reduce the interval for replacing it.
So, such DVSm include:
- BMW N57S l6. Three liter turbodiesel. Very quickly sits alkaline number. Consequently, the oil change interval is shortened.
- bmw n63. This internal combustion engine also, due to its design, quickly ruins the lubricating fluid, lowering its base number and increasing viscosity.
- Hyundai/KIA G4FC. The engine has a small crankcase, so the lubricant wears out quickly, the alkaline number sinks, nitration and oxidation appear. The replacement interval is reduced.
- Hyundai / KIA G4KD, G4KE. Here, although the volume is larger, there is still a rapid loss of oil of its performance characteristics.
- Hyundai/KIA G4ED. Similar to the previous point.
- Mazda MZR L8. Similar to the previous ones, it sets the alkaline number and shortens the replacement interval.
- Mazda SkyActiv-G 2.0L (PE-VPS). This ICE works on the Atkinson cycle. fuel enters the crankcase, causing the oil to quickly lose viscosity. Because of this, the replacement interval is shortened.
- Mitsubishi 4B12. A conventional four-cylinder gasoline ICE, which, however, not only quickly reduces the base number, but also promotes nitration and oxidation. The same can be said about other similar internal combustion engines of the 4B1x series (4V10, 4V11).
- Mitsubishi 4A92... Similar to the previous one.
- Mitsubishi 6B31... Similar to the previous one.
- Mitsubishi 4D56. A diesel engine that fills the oil with soot very quickly. Naturally, this increases the viscosity, and the lubricant needs to be changed more often.
- Vauxhall Z18XER. If you constantly use the car when driving in urban mode, then the base number drops rapidly.
- Subaru EJ253. The internal combustion engine is boxer, it sets the base number very quickly, which is why it is recommended to reduce the mileage for replacement to 5000 kilometers.
- Toyota 1NZ-FE. Built on a special VVT-i system. It has a small crankcase with a volume of only 3,7 liters. Because of this, it is recommended to change the oil every 5000 kilometers.
- Toyota 1GR-FE. Gasoline ICE V6 also reduces the base number, promotes nitration and oxidation.
- Toyota 2AZ-FE. Also made according to the VVT-i system. Reduces alkaline number, promotes nitration and oxidation. In addition, there is a high consumption of waste.
- Toyota 1NZ-FXE. Installed on Toyota Prius. It works according to the Atkinson principle, therefore it fills the oil with fuel, due to which its viscosity decreases.
- VW 1.2 TSI CBZB. It has a crankcase with a small volume, as well as a turbine. Because of this, the alkaline number quickly decreases, nitration and oxidation take place.
- VW 1.8 TFSI CJEB. Has a turbine and direct injection. Laboratory studies have shown that this motor quickly “kills” oil.
Naturally, this list is far from complete, so if you know other engines that greatly destroy new oil, we invite you to comment on this.
Additionally, it is worth noting that most ICEs of the 1990s (and even earlier ones) spoil the oil badly. namely, this applies to engines that meet the outdated Euro-2 environmental standard.
Oils for new and used cars
As noted above, the condition of a new and used car ICE can be very different. But modern oil manufacturers create special formulations for them. Most modern ICE designs have thin oil passages, so they need to be filled with low-viscosity oils. Conversely, over time, the motor wears out, and the gaps between its individual parts increase. Therefore, it is worth pouring more viscous lubricating fluids into them.
In the lines of most modern manufacturers of motor oils there are special formulations for "tired" internal combustion engines, that is, those that have high mileage. An example of such compounds is the notorious Liqui Moly Asia-America. It is intended for used cars entering the domestic market from Asia, Europe and America. Typically, these oils have a high kinematic viscosity, for example, XW-40, XW-50 and even XW-60 (X is a symbol for dynamic viscosity).
However, with significant wear on the internal combustion engine, it is still better not to use thicker oils, but to diagnose the internal combustion engine and repair it. And viscous lubricating fluids can only be used as a temporary measure.
Severe operating conditions
On the canisters of some brands (types) of motor oils there is an inscription - for internal combustion engines used in difficult conditions. However, not all drivers know what is at stake. So, the severe operating conditions of the motor include:
- driving in mountains or in poor road conditions over rough terrain;
- towing other vehicles or trailers;
- frequent driving in traffic jams, especially in the warm season;
- work at high speeds (over 4000 ... 5000 rpm) for a long time;
- sports driving mode (including in the "sport" mode on an automatic transmission);
- using the car in very hot or very cold temperatures;
- operation of the car when traveling short distances without warming up the oil (especially true for negative air temperatures);
- use of low octane/cetane fuel;
- tuning (forcing) internal combustion engines;
- prolonged slipping;
- low oil level in the crankcase;
- long movement in wake accompaniment (poor motor cooling).
If the machine is often used in severe operating conditions, then it is recommended to use gasoline with an octane rating of 98, and diesel fuel with a cetane rating of 51. As for the oil, after diagnosing the condition of the internal combustion engine (and even more so if there are signs of engine operation in difficult conditions ) it is worth switching to a fully synthetic oil, however, having a higher API specification class, but with the same viscosity. However, if the internal combustion engine has a serious mileage, then the viscosity can be taken one class higher (for example, instead of the previously used SAE 0W-30, you can now fill in SAE 0 / 5W-40). But in this case, you need to reduce the frequency of oil changes.
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Please note that the use of modern low-viscosity oils in ICEs operating under difficult conditions is not always advisable (especially if low-quality fuel is used and the oil change interval is exceeded). For example, ACEA A5 / B5 oil reduces the overall resource of the internal combustion engine when operating on low-quality domestic fuel (diesel oil). This is evidenced by observations of Volvo diesel engines with a common rail injection system. Their total resource drops by about half.
As for the use of easily evaporating oil SAE 0W-30 ACEA A5 / B5 in the CIS countries (especially with diesel ICEs), there is a similar problem, which is that in the post-Soviet space there are very few fuel stations where you can fill in high-quality fuel of the Euro standard -5. And due to the fact that modern low-viscosity oil is paired with low-quality fuel, this leads to serious evaporation of the lubricant and a large amount of oil for waste. Because of this, oil starvation of the internal combustion engine and its significant wear can be observed.
so, the best solution in this case would be to use low-ash engine oils Low SAPs - ACEA C4 and Mid SAPs - ACEA C3 or C5, viscosity SAE 0W-30 and SAE 0W-40 for gasoline engines and SAE 0 / 5W-40 for diesel engines with particulate filter in case of using high-quality fuel. In parallel with this, it is worth reducing the frequency of replacing not only engine oil and oil filter, but also the air filter (namely, twice as often as indicated for vehicle operating conditions in the European Union).
Therefore, in the Russian Federation and other post-Soviet countries, it is worth using medium and low ash oils with ACEA C3 and C4 specifications in combination with Euro-5 fuel. In this way, it is possible to achieve a reduction in wear of the elements of the cylinder-piston group and the crank mechanism, as well as to keep the piston and ring clean.
Oil for turbo engine
For a turbocharged internal combustion engine, the oil is usually slightly different from an ordinary "aspirated". Consider this issue when selecting oil for the popular TSI internal combustion engine, manufactured by VAG for some Volkswagen and Skoda models. These are gasoline engines with twin turbocharging and a system of “layered” fuel injection.
It is worth noting. that there are several types of such ICEs with a volume of 1 to 3 liters in volume, as well as several generations. The choice of engine oil directly depends on this. The first generations had a lower tolerance (namely 502/505), and the second generation motors (released from 2013 and later) already have 504/507 tolerances.
As mentioned above, low-ash oils (Low SAPS) can only be used with high-quality fuel (which is often a problem for CIS countries). Otherwise, the protection of engine parts from the oil side is reduced to “no”. Omitting the details, we can say this: if you are sure that you are pouring good quality fuel into the tank, then you should use oil that has 504/507 approvals (of course, if this does not contradict the direct recommendations of the manufacturer). If the gasoline used is not very good (or you are not sure about it), then it is better to fill in the simpler and cheaper oil 502/505.
As for viscosity, it is initially necessary to proceed from the requirements of the automaker. Most often, domestic drivers fill the internal combustion engines of their cars with oils with a viscosity of 5W-30 and 5W-40. Do not pour very thick oil (with a high-temperature viscosity of 40 or higher) into a turbocharged internal combustion engine. Otherwise, the turbine cooling system will be broken.
The choice of engine oil for internal combustion engines on gas
Many drivers equip their cars with LPG equipment in order to save on fuel. However, at the same time, not all of them know that if the car runs on gas fuel, then several important nuances must be taken into account when choosing engine oil for its internal combustion engine.
Temperature Range. Many engine oils that their manufacturers claim are ideal for gas-fired ICEs have a temperature range on the packaging. And the basic argument for using a special oil is that gas burns at a higher temperature than gasoline. In fact, the combustion temperature of gasoline in oxygen is about +2000...+2500°С, methane - +2050...+2200°С, and propane-butane - +2400...+2700°С.
Therefore, only propane-butane car owners should worry about the temperature range. And even then, in reality, internal combustion engines rarely reach critical temperatures, especially on an ongoing basis. A decent oil may well protect the details of the internal combustion engine. If you have HBO installed for methane, then there is nothing to worry about at all.
Ash content. Due to the fact that the gas burns at a higher temperature, there is a risk of increased carbon deposits on the valves. It is impossible to say exactly how much more ash will be, since it depends on many factors, including the quality of fuel and engine oil. However, be that as it may, for ICE with LPG it is better to use low-ash engine oils. They have inscriptions on the canister about ACEA C4 tolerances (you can also use medium ash C5) or the Low SAPS inscription. Almost all well-known manufacturers of motor oils have low-ash oils in their line.
Classification and tolerances. If you compare the specifications and tolerances of car manufacturers on cans of low-ash and special "gas" oils, you will notice that they are either the same or very similar. For example, for ICEs operating either on methane or on propane-butane, it is sufficient to comply with the following specifications:
- ACEA C3 or higher (low ash oils);
- API SN / CF (however, in this case, you can not look at American tolerances, since according to their classification there are no low-ash oils, but only “medium ash” - Middle SAPS);
- BMW Longlife-04 (optional, there may be any other similar auto-approval).
A significant disadvantage of low-ash "gas" oils is their high price. However, when choosing one or another of its brands, you need to remember that in no case should you lower the class of the oil being filled in compared to that recommended by the car manufacturer.
Usually, when replacing "gas" oil, drivers note that it has a lighter shade than the classic lubricating fluid. This is due to the fact that gas has fewer particulate impurities compared to gasoline. However this does NOT mean that "gas" oil needs to be changed less frequently! In fact, due to the fact that the mentioned solid particles in the gas are less, then the detergent additives do their job quite well. But as for extreme pressure and antiwear additives, they work in the same way as when an internal combustion engine runs on gasoline. They just don't show wear visually. Therefore, the oil change interval for both gas and petrol remains the same! so, in order not to overpay for a special "gas" oil, you can only purchase its low-ash counterpart with the appropriate tolerances.
