Which oil is better than BMW. Automal and all you need to know about motor oils

Very often there are questions which oil pour into the BMW engine. What pouring and how to pour. On the forums of the branch with the choice of oil, they are latter, there are huge disputes that it is necessary to pour, but it is not necessary. Here I would like to express my dealethene view about this.

Fracking the E34.SU forum, allocated several oils and the theory that we need to pour, and what is not.

So, pouring into the BMW engines you need a complete synthetic oil, with a viscosity index is better than 40-50.

The viscosity index 60 for old engines can be destroyed. Since the engines have a large number of Nagara, and the oil is very thick - in the end all channels of the "circulation" of oil are clogged. But at the same time, the number of noise from the engine can decrease with this oil and it may stop it through Chur.

The viscosity index 30 will be too liquid and the engine may very much will "eat" oil. Usually oils with this index - semi-synthetic.

You need to change the oil every 7-10t.km.

Wash the engine with special means - not recommended. Because The engine is old, then this tool can kill it. At the same time, good oil has means for cleaning the engine. And it will be better to change it more often than to wash. A slight mixing of oil (for example, when replacing the engine in the engine during plum, oil remains) of different manufacturers and different types - permissible.

Oil must comply with BMW Longlife-01 certification

So, now manufacturers of oils that I allocated:
Motul 8100 X-Cess 5W-40
Mobil 1 PEAK LIFE 5W-50
Castrol Edge SAE 0W-40
Castrol SLX Professional Longtec 0W-40
LIQUI MOLY MOLYGEN 5W-50

But in Russia, the production of oil under Castrol differs with the oil, which is produced in Germany. Therefore, if you want to pour Castrol, then it is better to leut the original BMW oil, it costs not such space money.

All these oils are good to some extent if you buy them in proven places, official dealers. And not in the transition for 100 rubles.

Recommended motor oils for BMW GROUP engines
http://tis.bmwcats.com/doc1104549/
There is shell, Total, Elf, Aral, BP, Agip, Addinol.

In fact, the choice of oil is an individual occupation, you can pour the mineral water tzovsky, and think that you have a BMW. And then everyone says that BMW dear in the service staff car, due to the fact that you had to capitalize the engine.

What do you need to know when choosing an oil for BMW engines? What oil is suitable for a particular engine? It is these two questions most of all worry the owners of the BMW who have not defined with the choice of oil while approaching its planned replacement. First of all, it should be remembered that motor oils for BMW are divided into certified (admitted) and special (Special Oil). Moreover, according to the Specifications of the automaker, for gasoline modifications BMW 1,3,4,5,6,7 series is allowed to use only those engine oils that have passed special tests and received official approval of BMW. For diesel versions of the same models, universal engine oils are allowed, subject to compliance with the documentation requirements for each car model (using ACEA classification). Motor oil approved BMW on the packaging should be specified the corresponding tolerance. Its absence indicates the lack of certification of BMW, respectively its application is not recommended.

Oils, certified BMW got a name Longlife.. These oils meet the standards of the ACEA: A3 / B3 specification and have been tested in BMW to the ability to provide an enlarged maintenance interval (OilService). Application of these oils is allowed both in summer and in winter.

Since 2001, BMW began to produce engines of a new generation, which resulted in tightening the requirements for oil properties. As a result, oils with a long service life were divided into four categories:

& NBSP & NBSP & NBSP1. Longlife-01. - oils that meet the complete list of BMW requirements for technical fluids and recommended for use in the N62 / N42 engines. In addition, these oils are recommended for use in the old BMW engines (produced until February 2000), except S62 (E39), CNG, M43.

& NBSP & NBSP & NBSP2. Longlife-01 Fe (Fuel Economy) - oils with the same standards as LongLife-01, but with a lower viscosity, thereby achieving a decrease in fuel consumption. The use of these oils is allowed only in those engines, the design features of which allow the use of low viscosity oil.

& NBSP & NBSP & NBSP3. Longlife-98. (The initial name is Longlife) - oils that meet the standards with an increased maintenance interval (Oilservice) introduced in 1998. The use of these oils is recommended for BMW with engines equipped with forced ignition (except S54, N42, as well as S62 (E39) produced until February 2000).

& NBSP & NBSP & NBSP4. Longlife-04. - This tolerance was introduced for motor oils that have passed a hollow test cycle in BMW. Oils with this tolerance can be used in modern BMW motors and is not recommended for cars released until 2004.

Category special Oil (Special Oil) As well as certified complies with the standards of the ACEA Specification: A3 / B3 and is an earlier version of the BMW Longlife Categories. The use of special oils is recommended for old BMW models with a replacement interval up to 15,000 kilometers (according to the OilService Regulations). Special oils are all-season. The exceptions are the oils with the SAE 10W-X viscosity class - its use is allowed under the ambient temperature not lower than 20 ° C.

It should be remembered that only motor oils are recommended for the BMW engines that meet the above recommendations. The presence in the title of oils of such formulations as "fully synthetic (lung-person) engine oil", etc., are not evidence of the possibility of their use in BMW engines and can only be considered as a common name. The decisive factor in determining the combustion of oil can only be an indication of the admission from BMW.

In conclusion, a few words about oils for new cars and engines after major repairs. And if one is unlikely to produce an independent oil replacement outside the official service in new cars, then for the owners of BMW with engines after the "Capitals" it will not prevent that the so-called "trigger" oils do not apply in BMW motors. Therefore, when replacing the oil in engines after major repairs (as well as for new engines), the use of only the above certified oils is recommended.

Many motorists are asked about how to choose the right oil for BMW. Therefore, it is necessary to disassemble this problem in more detail. Note that the engine fluids on various BMW models should be divided into special systems and certified, that is, with admission.

If we are talking about productive oil specifications, then for BMW 1-7 series applicable lubricants undergoing laboratory tests for quality and strength, as well as official confirmation from the German company.

As for cars with diesel engines, it is allowed to use universal cars in the case when they fully comply with the instruction manual for a vehicle model.

Any oil for BMW must have a special tolerance. If there is no one, then this means that the German car manufacturer did not confirm the quality certification and this liquid is better not to use. Certified autosal from BMW have a special name Longlife.

They fully comply with international specifications ACEA B3 / A3, special tests were held, as a result of which the car increased its working resource before execution, Oil Service. Recommended in the summer and winter period of time, depending on the choice of viscosity.

Oils for BMW

Since 2001, the BMW concern has begun to produce upgraded aggregates that meet new trends in the use of car. Thus, special oils were developed, divided into four groups, depending on the service life and model of the car:

LongLife 01.

This group of automotive fully complies with the technical characteristics and requirements of BMW cars. It is recommended for use in engine N42 and N62, that is, in cars 3 series and E59. Also recommended for fill in old engines on E39 and M43.

LongLife 01Fe.

These are almost complete analogs of LongLife01, however, they are characterized by a lower degree of viscosity, due to which they provide low fuel consumption. In addition, this group is permissible only for cars with engines taking a low level of viscosity.

Longlife 98.

These are motor fluids that fully meet international standards for increased operation of the vehicle until the moment. They were introduced into use in 1998, therefore are recommended for DVS with a forced ignition system, for example, E39, made up to 2000.

LongLife 04.

These cars passed the whole cycle of laboratory tests BMW. Recommended for use in the updated auto models. It is undesirable to use them in older versions made until 2004.

Like certified, special additives fully comply with the adopted quality standards ACEA B3 / A3. LONGLEYFA 04 is an earlier version of all. Special Oil is recommended for use on old versions of a car with a replacement frequency up to 15,000 km.

Motor oils for BMW x5

Released in 1999, X5 models have become a prototype such popular high-class SUVs of the luxury. The first versions of cars with the body E53 had a number of advantages in the technological plan, previously used in the prestigious Land Rover jeeps belonging to the BMW concern.

The second modifications of the car with the body E70 were issued in 2007, and the third generation in 2013 F15. The main production is located in the USA, and since 2009 some models are collected in the Kaliningrad region.

X5 operate on diesel and gasoline engines 3 and 4.8 liters with two working bridges. Cars in the body F15 are equipped with 2 liter engines on a diesel basis. Depending on the auto model, it is necessary to select one or another car. If we are talking about a highly efficient and alternative version of Longlife, a Total Quartz 9000 should be used.

Total Quartz 9000.

This is a highly efficient oil, one of the best BMW X5 power units. It can be filled both in gasoline and in diesel engine, released in 2003.

Fully complies with LongLife01 international certificates and the requirements of ACEA B4 / A3. Effectively protects the motor from premature wear under any operating conditions of the vehicle.

The high level of oil yields allows you to use it regardless of the period of the year, especially in the cold time. In addition, it cleans the engine with various sediments and does not allow the formation of new precipitation.

Total Quartz lubricants are suitable for the maximum replacement interval in cases where this is recommended by the BMW manufacturer.

Some types of BMW oils are all-season. Exceptions include compounds with a degree of viscosity on SAE 10WX. Their use is allowed on BMW vehicles with temperature conditions not lower than 20 ° C.

You should not forget that in most cars it is recommended to fill lubricants that meet the factory specification of Longlife. Even if the oil is synthetic and has a small fluidity, this does not mean that it applies to BMW.

An exceptional factor in the use of a certain lubrication is tolerance from the manufacturer.

Butter for BMW E60

In 2007, German producers decided to make some changes to the E60 BMW exterior. Thus, the interior design, the form of the bumper, was improved optics. After updating, the car is no longer upgraded, and the plant began producing new versions in the body F10.

In the technical context, the 5th generation of BMW, practically did not differ in diversity, since the main components and parts were used from old complete sets.

On vehicles, diesel engines were installed with volumes from 2 to 3 liters, issued power to 286 hp. Gasoline motors with volumes from 2 to 5 liters have a power of 170 to 507 hp.

The models were very sensitive, so manufacturers recommended the use of synthetic oils with different levels of viscosity.

Main characteristics and types of oils for 5 generation

• synthetic base;
• viscosity level 5W30, 5W40;
• consumption - up to 4.25 l;
• consumption - up to 700 ml / 1000 km of mileage.
• replacement interval - to achieve 10,000 km.

Engine M54 2.2:

• synthetic from the manufacturer;
• viscosity level 5W40, 5W30;
• pouring volume - 6.5l;
• consumption - up to 1 l per 1000 km;
• replacement frequency - up to 10,000 km.

Silence unit N52 B25:

• original factory oil on a synthetic basis;
• oil consumption of 1 l per 1000 km;
• viscosity class 5W30, 5W40;
• replacement frequency - 10,000 km.

Automotive Oil Rating for BMW

Motul 8100.

One of the most popular synthetic oils for BMW cars is Motul 8100. This line is effectively used for many versions of vehicles.

Liqui Moly 5W40.

The German oil oil oil on a synthetic basis with a 5W40 viscosity class is perfectly operated on BMW power units. This is one of the most expensive engine fluids containing molybdenum and washing-dispersing additives. Its use allows you to reduce wear up to 50%.

Mobil 1.

Motor lubricant Mobile 1 is also very popular with the owners of German cars. The new low-viscosity of the 0W40 viscosity class has perfectly proven themselves in European territory under heavy road conditions.

In addition, oil protects the engine from converting coarse particles and its further damage. Periodic replacement provides long and uninterrupted operation of BMW.

If you do not use the above recommendations for the replacement of oil on BMW vehicles, the owners can reduce the working potential of the power unit. Since the illiterate use of a lubricant can lead to rapid wear and deformation of the system.

Therefore, choosing a lubricant, pay special attention to factory recommendations and characteristics.

What do you need to know when choosing an oil for BMW engines? What oil is suitable for a particular engine? It is these two questions most of all worry the owners of the BMW who have not defined with the choice of oil while approaching its planned replacement. First of all, it should be remembered that motor oils for BMW are divided into certified (admitted) and special (Special Oil). Moreover, according to the Specifications of the automaker, for gasoline modifications BMW 1,3,4,5,6,7 series is allowed to use only those engine oils that have passed special tests and received official approval of BMW. For diesel versions of the same models, universal engine oils are allowed, subject to compliance with the documentation requirements for each car model (using ACEA classification). Motor oil approved BMW on the packaging should be specified the corresponding tolerance. Its absence indicates the lack of certification of BMW, respectively its application is not recommended.

Oils, certified BMW got a name Longlife.. These oils meet the standards of the ACEA: A3 / B3 specification and have been tested in BMW to the ability to provide an enlarged maintenance interval (OilService). Application of these oils is allowed both in summer and in winter.

Since 2001, BMW began to produce engines of a new generation, which resulted in tightening the requirements for oil properties. As a result, oils with a long service life were divided into four categories:

& NBSP & NBSP & NBSP1. Longlife-01. - oils that meet the complete list of BMW requirements for technical fluids and recommended for use in the N62 / N42 engines. In addition, these oils are recommended for use in the old BMW engines (produced until February 2000), except S62 (E39), CNG, M43.

& NBSP & NBSP & NBSP2. Longlife-01 Fe (Fuel Economy) - oils with the same standards as LongLife-01, but with a lower viscosity, thereby achieving a decrease in fuel consumption. The use of these oils is allowed only in those engines, the design features of which allow the use of low viscosity oil.

& NBSP & NBSP & NBSP3. Longlife-98. (The initial name is Longlife) - oils that meet the standards with an increased maintenance interval (Oilservice) introduced in 1998. The use of these oils is recommended for BMW with engines equipped with forced ignition (except S54, N42, as well as S62 (E39) produced until February 2000).

& NBSP & NBSP & NBSP4. Longlife-04. - This tolerance was introduced for motor oils that have passed a hollow test cycle in BMW. Oils with this tolerance can be used in modern BMW motors and is not recommended for cars released until 2004.

Category special Oil (Special Oil) As well as certified complies with the standards of the ACEA Specification: A3 / B3 and is an earlier version of the BMW Longlife Categories. The use of special oils is recommended for old BMW models with a replacement interval up to 15,000 kilometers (according to the OilService Regulations). Special oils are all-season. The exceptions are the oils with the SAE 10W-X viscosity class - its use is allowed under the ambient temperature not lower than 20 ° C.

It should be remembered that only motor oils are recommended for the BMW engines that meet the above recommendations. The presence in the title of oils of such formulations as "fully synthetic (lung-person) engine oil", etc., are not evidence of the possibility of their use in BMW engines and can only be considered as a common name. The decisive factor in determining the combustion of oil can only be an indication of the admission from BMW.

In conclusion, a few words about oils for new cars and engines after major repairs. And if one is unlikely to produce an independent oil replacement outside the official service in new cars, then for the owners of BMW with engines after the "Capitals" it will not prevent that the so-called "trigger" oils do not apply in BMW motors. Therefore, when replacing the oil in engines after major repairs (as well as for new engines), the use of only the above certified oils is recommended.

All auto Internet forums made in the title issue. But the number of information on this occasion, on my memory never moved into quality, rather - a set. Many of the articles published during this time, also pursue any goals, except to give, finally, the answer to this question. For a long time, we were the only service, exactly knowing which oil to fill. I still have a modestly to this day, but now there is also an extensive research work that complements the base of several hundred in detail the engines of BMW, Mercedes, Audi (high-resolution video endoscopy, vacuum diagnostics of the cylinder-piston group, analysis and systematization of data on the actual Oil flow rate on mileage, broadband audiopectrometry, vibration test research data, etc.). One of the directions is now a multilateral study of the physicochemical properties of oils, which ultimately will give an exhaustive response to the question of the header. Let's start with the fact that you will get acquainted with the basic concepts and terms of "oil" themes extremely clear, as it seems to me.

Viscosity

SAE viscosity - generally accepted standard of viscosity of motor oils SAE J300.. The numbers are hidden by the standard viscosity ranges, which should be laid this sample. If the "all-season" oil, the digits on the canister are indicated by two - for the "cold start" and for the operating temperature of the heated motor. The first digit is separated from the second literary "W" - "winter". Since almost all manufactured modern oils are all-season, the combined encoding has become generally accepted, for example: 5W (cold start) 40 (operating temperature). In laboratory conditions, the shear and pumping force at low temperatures is determined - it is important for the very possibility to start the cold engine. The lower the number, the more liquid oil and is more adapted to the conditions of cold start. After reaching the operating temperature (and this is already about 40 degrees and above - a few minutes after launch), the effect of this parameter to the operational characteristics of oil becomes insignificant. The second meaning becomes important - kinematic viscosity at engine operating temperature (about 100 degrees). Oil, obviously, should not be too liquid at operating temperature, which increases in proportion to the load on the engine and can reach 150-180 degrees and even higher. For example, in the area of \u200b\u200bpiston rings, where the oil takes the meaningful part of the heat formed as a result of the combustion of fuel. Too thin layer may be subject to break: it does not create the required protection and will lead to accelerated wear. Too thick - create permanent surplus of lubricant in the area of \u200b\u200bpiston grooves, which will gradually lead to coking (loss of mobility) piston rings under certain conditions - such, for example, as low engine speed characteristic of standing in traffic. In addition, it is worth noting that the high-temperature viscosity "40" and "60" differs in absolute figures is roughly doubled - this means that the loss of power is significantly increasing, which, with other things being equal, can reach 10%, which also leads to deterioration Fuel economy - to whom will like that on a more thick butter, the car "stupid" and eats too much gasoline?

What viscosity to choose?
In modern reality, we are dealing with universal all-season oil, with bands according to SAE 0-25W, and 20-60 - for the operating temperature. In practice, there are no oils overlapping the entire temperature range: oils with extremely low-temperature viscosity have medium high temperature indicators - 0W40, 5W40. Thick oils, respectively, are sufficiently thick and at low temperatures - 10W60, 5W50, 20W60. Obviously, for universal year-round operation, all other things being equal, it is worth navigate on the average viscosity ranges, for example 0W40, 5W40 and similar - such oils will ensure the confident launch of the motor at temperatures typical for the middle strip of Russia and will ensure due protection of moving parts of the engine during operation in The operating range of the revolutions of the usual motor: 600-6000 rpm. All this with optimal friction losses, which will give optimum and in fuel economy, as well as capacity.

Low-grade oils, such as 0W30, or even 0W20, are designed to reduce internal losses (fuel economy) and for a conventional engine can only be recommended for theoretical improvement in fuel efficiency (about 2% of the test cycle), as well as to achieve a minor improvement in the power indicators when Certain operating conditions. Similar oils (or rather, recommendations for their use) are characteristic of the Asian and North American markets and may be (and may not be) associated with the design features of the motor - the geometry of oil canals, the location of oil nozzles, etc. In the second case, there are no obstacles to the use of other (optimal for this region) of viscous ranges.

The consideration of the viscosity characteristics of the oil in the separation from a particular sample is practically devoid of meaning - viscosity is only one of the characteristics of the quality, in turn, having a dependence, as well as direct and indirect influence on the integral indicator of the product quality in the consumer sense - it is always necessary to consider the combination of consumer parameters. Oil can be selected optimally from the point of view of viscosity, but this does not guarantee anything except the possibility of cold start and stability of the oil film.

Oils with pronounced viscosity (there are thickener in their composition), provide a maximum thickness of the oil film at high temperatures and high revs, in exchange for high losses and deterioration in fuel efficiency in standard operation mode. Typical high-grade ranges for commercial oils: "10W60", "20W60", "5W50". Indeed, such oils can be recommended to protect the engine in extremal operation mode, as well as in the case of specific use modes: For example, the long-term operation of the motor in the mode of limit revolutions.

Contrary to common delusion, the so-called. "Racing" oils of oils are far from always have a greater viscosity. Typical oil for a high-breasted sports motor "on the race" - "15w40" - such a motor is started only after preheating, the "winter" number is almost insignificant. In turn, such a narrow range gives greater freedom when choosing the base for the oil composition. To qualify, it may well be used and extremely low-viscous oil type "0W20" - to achieve the maximum result - minimum of power losses. In the case, I repeat, long-term operation of the engine in the zone of maximum revolutions, for example, the racing "Le Mans 24" - can be justified using the use of viscosity oil 10W60 - it is the very place here. And in a typical civil engine - no.

Output:for everyday year-round, even extremely intensive Operating (not a race, not testing, etc.) Absolutely universal are oils with an average range of type 0W40, 5W40 viscosity and the like. The use of low-viscosses, or vice versa, too thick oils, with the upper Dipazone SAE 20, 30, 50 and 60 serves to solve the narrow spectrum of tasks and can lead to increased wear of the engine, coke rings, increasing fuel consumption, power reduction, etc. I think it is easy to relate to the reader with the movement mode with the above and make a choice. Specific specificity also occurs in strong deviations from the climate norm - in the cold climate it is the most unfinished oils, in extremely hot - thick.

Oil viscosity index
The conditional dimensionless value characterizing the stability of viscosity properties when the temperature changes. The higher the value, the more in the wider range of temperatures, the oil will save the fluidity. It is often used as an indirect parameter for estimating the applied base oils. In its pure form, it is not a quality parameter.

NOACK evaporation index
One of the modern techniques characterizing the quality of the fractional composition of lubricants. The oil is heated to a temperature of 250 degrees and after the established period of time expires, the relative change in the mass of the sample is estimated - according to the European technique, the mass change should not be more than 13.7%. All other things that are equal, the more from the starting mass, the oil is more prone to ugaro - in its composition more "short" molecules - low-quality components are based on oil. There is a direct connection between the amount of the evaporated oil and its viscosity class - certain careful Conclusions are appropriate only among oils of one class of viscosity - thick oil, of course, less prone to discharge. But it does not make it "better."

Flash temperature in closed crucible
One of the security parameters - oil is gradually heated in a closed reservoir until the fallen open fire source will cause a flame flash. The minimum flash point is recorded. Another parameter, indirectly characterizing the quality of the basic basis - there should be no failed values. In pure form, the defining criterion will not be.

Alkaline number TBN.
The value is straight-characterizing the supply of detergents in oil. Associated with the number of active elements in the composition of detergent and dirt-holding additives. More - better. With the appearance of the so-called. "Malozol" oils (with definitely low TBN) is actively imposed on the opinion that TBN is not a criterion that definitely determines the supply of detergents, which is partly true - the dynamics of the decline, as well as, as in advertising - "Acid and Alkaline Balance". However, in any case, no other technique, except for controlling the reduction of alkalinity and acidity growth (directly related to the controlling of an alkaline number), no one suggests.

Acid number tan
Acid number - characteristic of oil acidity, should not significantly exceed alkalinity.

Oxidation
The value is directly associated with temperature degradation - clouding of the base and loss of properties by a package of additives.

Nitration
The parameter associated with Lako- and Nagaro-formation as a result of nitrogen penetration into oil.

Additive
As part of modern engine oils, no more than 10-15% of additives are contained. Additives prevent premature wear, corrosion, wash and retain deposits. In essence, these are compounds based on the following metals:

CA, MG (calcium and magnesium) - detergents and retaining additives. Usually 0.2 to 0.3% of total mass content.
Zn, P (zinc, phosphorus) - anti-wear additives. Up to 0.2% of total mass content.
Mo, B (Molybdenum, Bor) - most often, additives to reduce friction, up to 0.2% of mass content, are usually present exclusively in expensive high-tech oils.

In addition, there are also viscosity modifiers based on polymers.

Wear products
To those defined in spent oil, wear products include metals from which the engine parts susceptible to wear are manufactured. It should be taken into account that depending on the type of engine, the composition of the friction pairs changes: the cylinder block mirror can be made of cast iron, and maybe from aluminum. At the same time, the aluminum piston can be covered with a thin layer of iron and so on ... relative results are valid only for the engines of the same type. It is also incorrect to compare the engines of different metal components - a row four-cylinder motor and, for example, V12 - the absolute values \u200b\u200bof the content of wear products at least are proportional to the number of cylinders.

Pollution
For a good engine, it is important for us to determine the content of silicon - its number is proportional to running and speaks about the quality of filtering of incoming air. In addition, there is a standard for the content of fuel in oil: it must be no more than 1.5% - if more, there are any problems with the mixing formation and (or) the cylinder-piston group.

Classification of the basic basis
For a long time, oils for cars and mechanisms were mineral, or even were a mixture with vegetable oils. For example, the oldest brand Castrol, as is known, this is an acronym formed from Castor Oil - Castor Oil: The manufacturer added vegetable oil to the basic mineral base, thereby obtaining a hybrid from the properties of both. The main disadvantages of such oils are rapid oxidation and aging, exposure to ugar, too high viscosity at low temperatures or too low with high, working. Such oils were difficult to call "all-season". Mileage between replacements, moreover, was about 2-5 thousand kilometers. The cause of such properties is the origin of the lubricant. As a result of separation from oil of light fractions, a kind of cocktail from molecules of different types and lengths is formed. Mineral oil is heterogeneous, "unclean" on molecular composition of oil. To stabilize properties, over time, a variety of additives in the amount of up to 20-30% began to add, but a satisfactory result with such a basis was still not achieved.

The solution was the appearance of synthetic oils (most often - PJSC) - products of targeted synthesis of molecules with specified properties obtained most often from decen - hydrocarbon raw materials resembling liquefied gas. Such basic oil has a high (more than 120) viscosity index (the pouring point is about -50 and below), well opposes oxidation, almost does not contain sulfur, has a low volatility. This advantages end. The disadvantages of such raw materials also have enough: weak lubricating properties, comparative aggressiveness to rubber seals, high resistance of high-temperature sediments, which becomes important, for example, when oil gets into the combustion chamber.

To date, the following classification of the basic bases of oil proposed by the American Oil Institute:

Group 1 - high-sighted mineral oils with low viscosity index.
Group 2 - Low Mineral Oils with Low Viscosity Index.
Group 4 - Purely synthetic base oils of a group of polyalphaolefins (PJSC).

Where did the third group be treated?

An alternative to the above 4 group was the technology of hydrotreating of basic mineral oils, so-called. "Hydrocracking". Without going into unnecessary details, the process is a peculiar break of molecules of different lengths to give the product of homogeneity and the required properties. According to the main properties (viscosity stability), such products approached, or even surpassed the PJSC, forming a third group of hydrocracking oils. The lowest relative value of this technology is extremely important - such oils are beneficial. This technology has gained popularity no more than 10 years ago.

So, group 3 - hydrocracking products.

All other types of basic oils that have not included in these groups are located in the group number 5. The most famous representatives of this group - so-called. "Esters" - esters - products of interaction of alcohols and acids. Such basic oils are distinguished by polar properties - adhesion (stick) to metals, which allows producers of oils to declare a larger resource and better protection of polyester-based oils. According to its properties, the esters are superior to competitors - they are stable, have excellent lubricants, eco-friendly, etc. The main disadvantage is the price. Mainly apply to small manufacturers in the premium segment. Large oil refineries are more targeted on hydrocracking products - the base for it is produced by oil produced.

Tolerances and approval
There are a number of organizations that put forward requirements for lubricant materials, incl. and engine oils. American Oil Institute - API, European Car Manufacturers Association - ACEA, International Committee for Standardization and Approval of Lubricants - ILSAC and others ... All of these organizations determine and approve the requirements for lubricant materials. If you understand in detail - the requirements are almost the same. On their base, leading car manufacturers, in turn, develop their requirements for automas, often simply duplicate standards of world organizations. It would be conveniently and clearly to consider these requirements on the example of BMW tolerances that appeared in 98.

BMW Special Oil - oil included in the list of oils generally recommended for BMW motors of the old generation - in other words, almost any oil. De facto - Double ACEA A3 / B3.

Longlife `98. - The first "ecological" oil - the requirement for an increased oil replacement interval is all-season oil with stable time characteristics. Another Acea A3 / B3 doubleler. Under the clue - "ordinary oil".

Longlife `01. - The same, with improved characteristics. According to some sources - necessarily the presence of PJSC components.

Longlife `01Fe -the same, with low high-temperature viscosity for fuel economy (for example, 0W30).

Longlife`04. - Oil based on the ACEA "C3" standard - C - "Catalyst" - catalyst. Oil with a reduced content of sulfate ash, phosphorus, sulfur. So-called Group of Midsaps and LowSaps Oils.

That is, the evolution of oils aims to clear environmental requirements: we can change the oil as less as possible, we use oil as much as possible (fuel saving), and now we still use oils with a low content of the active elements of the additive package - LL-04 so as not to harm the catalyst.

In one or another combination, a completely similar situation is traced from other manufacturers.

Milk oil with truncated on a third pack of washing additives is another gift for the motor. However, the inevitable limitation of the detergent oil does not carry the threats in the "ideal" operating conditions without the impact of aggressive factors - for example, there are enough traffic jams in large cities. Similarly, the presence of a full package of additive does not represent danger to the catalyst if the motor is working and the oil is based on a high-quality base - the oil does not care and does not penetrate the combustion chamber at all. At the same time, if the oil for any reason It falls into the catalyst, no MIDSAPS and LowSaps will not save the catalyst tolerance. If you are destined to choke, it does not matter at all, whether you will make it with tap water or distilled.

The catalyst will poison the most difficult base oil, and not very pathetic extra% sulfate ash.

Tolerance Longlife `0.(And by and large - all oils with the admission "ACEA C3" and above) are not recommended by BMW for use outside the European Community. For some reason, it is believed that the package will achieve the "high sulfurness" of our fuel, while the low alkaline properties of the minor package finishes at least a simple idleness in traffic jams - accelerated oil oxidation, with which the high-temperature BMW motors coped simply on excellent, and high content sulfur in fuel is not 10 years old.

Curious situation - Created a whole class of "catalystsophilic" oils, in which there is a struggle for pathetic percentages of sulfate ash, which reduces the detergent properties by about 30% and certainly does not force oil, at the same time, in a working engine, oil in The catalyst simply does not fall. And if it falls, because of the malfunction of the piston rings, or the leaks of the valves, which causes, of course, is not a package of additives, but an aggressive and prone to coking, under the condition of high temperature, oil base. And so if it falls - no ecological packages catalyst will not save - the norm for the new engine manufacturers put 0.7 liters per 1000 km, this is the "norm" for a lawn mower, in which the oil is specifically refilled into the benzobac in proportion from 50: 1 to 25: 1, not for the modern engine.

The manufacturer would fight "for the base", which would benefit and motor and ecology. And the struggle goes - additives and with additives ...

In other words, you are offered to drink tea from the water scored in the local swamp. When you break around, in your own interests, it is proposed to replace sugar for harmless sweetener. And not so this sweetener is bad ... But do you stop wrinkling?

I propose to realize the following set of allegations and paradoxes:

1. Output in a working engine is zero. The flame injection in a hemispherical combustion chamber with a central arrangement of a candle characteristic for almost any modern car practically does not affect the zone in the area of \u200b\u200bthe cylinder mirror, which, in combination with high resistance of modern synthetic oils, guarantees ocolonolevoy Oil consumption on all interservice interval 10-15 thousand kilometers. Pay attention to the engine actively consuming oil, the oil is perfectly in the liquid phase on the bottom of the piston, the plates of the valves and the surface of the combustion chamber - lies and does not burn. A pair of examples from practice:

2. Established by almost any manufacturer a rate of 0.7 liters per 1000 km and even more (!), Legally protects it from angry consumers, but does not protect the catalyst against failure when using even the most sorry additive packages. Several months of operation of the car with similar oil and catalyst consumption. Even if he did not beat before creating a high oppression, he no longer performs his functions - the exhaust smells. The rate of 0.7 liters per 1000 km implies that 7 liters (!) Oil across the catalyst is pumped through the catalyst, with the total area of \u200b\u200bthe catalyst active layer - dozens of square centimeters. In practice, a mileage of about 40-60 thousand km is enough to catalyte.

3. LL-04 (any oils with admission ACEA C and higher) should not be used simply because a 30% reduction in the calcium-magnesium package has reduced the reserve for detergent and dispersing properties. These oils have no actual advantage for the consumer. Only shortcomings. Environmentalists forced the manufacturers to re-invent the bike, but they were forbidden to use the wheels. If the oil still takes out to the catalyst - will not save anything. To the high content of sulfur in fuel, it has no relationship - low alkalinity stock - TBN - it is lower in absolute figures. At best, such oil will not harm. It is very strange that someone purposefully (and not for ignorance) acquires such oils, in the presence of their prohibition in Russia.

4. Forward tolerances "on minority" from manufacturers of type Mercedes, VAG, etc. have a similar effect and influence regardless of the prohibition or resolution of their application - at best, such oils are simply harmless.

5. A clock package of additives, purchased from their manufacturer of oil, has a whole fan of a variety of tolerances - is actually universal for many different motors. Major additive manufacturers are only four, tolerances are much more. By purchasing a specific package (for example, a malozol), the manufacturer adds a whole package of permissions to the canister. According to the pride of the owner of the car, sincerely believes that his motor is made of special steel, is compacted by special rubber and, therefore, requires special oil, I feel, I feel a particularly zinic blow.

I will leave the reader to deeper from pain, simply noticing that in the era of "non-environmental" motors of tolerances was little, and the runs before the overhaul were much big. These are now and are for the old sample motors. But the German motors of the new generation with runs more than 200-250 thousand kilometers in an absolutely good condition, I can list on my fingers. Wherever I can show motors with serious problems on already running 60-80 TCM. The oil in them was lily with all the laid and possible tolerances.

Next, we will look at the commodity samples of oil purchased by us in the retail network. Laboratory component analysis does not allow you to determine anything more than the above parameters. He is something straight E shows about the resource, quality, cost and wrestling of oil in any other terminological categories. Similarly, the Salad Himsostav does not mean anything about his taste: in different restaurants the same dish is prepared from the products identical on the chemical station, but the taste can be completely different, with other things being equal. Definitely determining the qualitative and quantitative composition of the additive package, it, nevertheless, does not allow to unambiguously assert about the consequences of the use of one or another oil specifically in your motor. Expected and allegedly expected probability advantage, in a particular motor, can be invisible, or insignificant due to the specifics of its structural device. Conditionally speaking, the quality of the assembly of the motor can be so low that the mechanical wear will still overtake it - the oil will not save. Or the conditions of oil work are so favorable (no traffic jams) that all oils will show themselves the same and equally good.

For example, from the end of the 90s, the motors of German producers are widely equipped with the so-called. controlled thermostats - thermostats with a heated controlled spiral that set the increased temperature mode under the condition of small and partial loads on the engine (idling, cork). In traffic, the temperature of such an engine rises to 108-111 degrees and above (depending on the temperature of the external environment and the current state of the cooling system), which ensures the oil temperature in the Carter 120-125 degrees and more. Such conditions are incommensurable harder for engine oil, which is provided in most of the civil motors of Asian manufacturers (oil temperature around 80-85 degrees). The oil in the "hot" motor is faster thanks, aging, loses the properties of the additive package. The impact on the resource of the motors of the last type in different oils may be absent, at the same time, the same oil can be fatal for motors of different types.

But attention, it will not be associated with a package of applied additives, the tolerances of the manufacturer and other - as will be seen in the future, the microelement composition of additives is often the same, acquired by the same manufacturer and does not affect the emergency situation (not related to wear ).

So, several dozen oil samples and oil development were sent to the laboratory ...

Where was the cycle of comprehensive tests ...

Let's start a review from samples of fresh oil, which is called "from the canister" ...

Attention: to determine alkali not ASTM-D2896 is used, and closer to our guest - ASTM D4739, which gives about 15% of the imposition of an alkaline number. Consequently, TBN indicators are somewhat underestimated relative to the passport.

Frequently common oil among the usual "fully synthetic" line from this manufacturer. The "8100" series contains the only sample of the "non-alimax" tolerance of the BMW LL-01 and this X-CESS - the remaining oils are completely minor. The oil has already been updated several times, obviously, changing not only the approval of manufacturers along with a package of additives, but also, perhaps, the foundation itself. In this sample, the detergent package consists of almost only one calcium, the anti-wear is represented by the zinc and a slightly truncated by phosphorus. Sulfur in oil a lot - 0.35%. 8.71% of the sample rose. Alkaline properties are high - 8.48. Basic base - from 25 to 50% of hydrotreating oils.

Motul X-Clean is a representative of the "ecological" class of MIDSAPS oils. It is noticeable to cut the cleaning package - calcium here less than 2000 mg / kg, which, of course, affected the alkali number - only 6. sulfur - 0.21%. 9.43% of the initial mass flowed out. Basic base - from 50 to 100% hydrotreating oils.

Representative of the class "specifics" - oil under a specific manufacturer. In this case, BMW. Package additives is identical to the above-handed oil within the error of the measuring complex. Base 50-100% hydrotreating oils.

If you noticed a noticeable reduction in the noise of the motor, after the fill of this oil, and something like "you seem to you", or "yes it is just new", feel free to indicate the opponent for the content of Molybdenum - it is about 800 mg here. kg. It is noteworthy that among several alternative analyzes that can be found on the network, changes in the washing-dispersing package are noticeable. The presented sample is visible only by the calcium package - about 2800 mg / kg, while calcium-magnesium combinations are also found in the network. In addition, a similar package is also seen in the 300V oil development studied by us, poured about six months ago. So, the key difference package of additives of oils of this series is molybdenum based friction modifier content And it is clearly not molybdenite - oil transparent and retains natural amber color. Basic base - from 25 to 50% of hydrotreating oils. Package of additives (as, in other matters, the base) is very similar to X-CESS, with the exception of molybdenum, but pay attention - the viscosity index is noticeably higher here, which means oils 4 and 5 groups - probably more. However, this is exactly what is promised. For how they say, and the money is crying - the price tag of this oil is higher than the usual almost twice. By the way, there are no restrictions on running to replace, as well as the dangers of "asphalting" "purely estant" oils, the requirements of "merge after each race" and other nonsense, relatively 300V. No and never was - the base of the oil is completely traditional, let and durable by expensive components. It was about 9% (I remind you about the viscosity index), an alkaline number - 8.47. The content of sulfur, by the way, is quite moderate for oil "without tolerances and restrictions" - 0.32% - Compare with X-Cess, in which it is obviously kinship with "oil" more ...

The representative is widely known in Germany trademark. Send demand in the trading network as an oil with a call sign "Mercedes AMG". The factory has long been directly related to British Petroleum - in fact, now it is only one of the brands of the giant. The canister contains a combined calcium-magnesium package of detergent additives. Anti-wear package standard for test. The alkaline number is moderate, but almost 11% of the sample rose. A typical representative of oil hydrotreating oils.

Oil from the French for the "French": almost all the officials of Renault, Citroen, Peugeot offer to use the oil of this manufacturer. Total 5W40 The Russian-speaking site is declared by the oil "synthetic", while the more low-visual 0W30 is already called "100% synthetics". It is not surprising that we have almost a twin brother of the Verserated Araral - hydrocracking with close to 11% discharge. Well, except that the sulfurity is significantly low for non-MidSaps oils.


Curious MidSaps "Korean" MidSaps, with a rotary package of additives. It's funny that in minor quantities, even molybdenum is present in oil. The slight content of the boron is most likely as part of an anti-wear package. The oil is expressed liquid - 0W30, which can be seen in terms of absolute viscosity. Alkalinity and sulfur content are typical for MIDSAPS. Okapooled 11.2%. The base is only hydrotreating products.