"Tell us, what are the differences between engine oils from different API classification categories?"
The American Petroleum Institute (API) classified the base oils into five categories (API 1509, Appendix E). The first three groups are oils made from crude oil. Group IV contains fully synthetic base oils from polyalphaolefins. Group V for all other base oils not included in groups I to IV.
Group I
Oils are classified as consisting of saturated molecules of less than 90%. They have a lot of sulfur\u003e 0.03%. The viscosity range is from 80 to 120. The temperature range for these oils is from 0 ° C to 65 ° C. Base oils of the first group are refined with solvents - this is the simplest and cheapest cleaning process. That is why oils from this group are the cheapest base oils on the market.
Group II
Group II base oils are 90 percent saturated molecules. They have less than 0.03 percent sulfur and a viscosity index of 80 to 120. They are often made by hydrocracking, which is a more complex refining process than that used to clean Group I oils. Since all the hydrocarbon molecules of these oils are saturated, base oils from the second group have better antioxidant properties. They also have a more transparent color. These oils are very common on the market today, and are not much more expensive than group I oils.
Group III
Base oils of the 3rd group consist of more than 90% of chemically stable, hydrogen-saturated molecules. The sulfur content in them is less than 0.03% and the viscosity index is above 120 units. These oils are refined much better than group 2 base oils thanks to the hydrocracking process. This lengthy process is specifically designed to produce the most pure base oil from oil. Many experts describe it as synthesized hydrocarbons. Like Group II base oils, hydrocracked oils are becoming more common.
Group IV
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Liqui Moly's range includes all three groups of high quality oils.
Liqui Moly GmbH has its own production base. The company owns the oldest lubricant production company in Germany - the Meguin factory (opened in 1847) in the city of Saarlouis. It also built its own oil terminal. The plant's capacity is more than 350 tons of high-quality oils per day.
Preparing to open a new factory in Rostock. The manufacture of chemical products and cosmetics is concentrated in the industrial suburb of Ulm. The company’s central office is also located here.
The production of motor oils is a process of mixing (blending) the so-called “base” (base oil of various origin) and the “package” (set) of additives. For each grade of oil, the mixing technology is strictly individual and is strictly observed. This is the guarantee of the quality of finished products!
Development of the technology for the production of various oils and strict control over its compliance are carried out by the Liqui Moly laboratory staff. Monitoring of production processes and, if necessary, their adjustment is carried out through an integrated automated system. The production and laboratory of the plant are certified according to the international quality standard ISO 14001: 2009. The factory laboratory takes samples from each batch of finished oil and checks it according to the IR spectrum, which is strictly individual for each type of oil. After quality control, a batch of oil falls on the filling line, and the selected oil sample remains in the laboratory for storage for two years as a control sample.
After the filling machine, the canisters are automatically pasted with labels, weighed on the scales and pass through an inkjet printer, which applies the batch number and the date of oil production on the canisters. The process completely eliminates the ingress of foreign objects into the oil, as well as the underweight or overweight of the contents. Further canisters are placed in cardboard boxes manually.
The plant's staff is small - only 150 people, together with a laboratory and a warehouse working in three shifts. All precise or time-consuming processes are fully automated.
The most important competitive advantage of products manufactured under the Liqui Moly brand is the availability of our own production base, strict control in accordance with German traditions (!) Of product quality throughout the entire production chain, a careful selection of raw materials and, of course, our own innovative developments of various anti-friction components for the package additives.
Base oils are the raw material and the main component of marketable oils. Mineral (petroleum), synthetic, HC-synthetic oils, as well as mixtures thereof, are used as base oils in the production of lubricants. For special purposes, vegetable oils are also used. Base oils become marketable after mixing with additive packages that improve their properties.
The most important characteristic of the base oil is the viscosity index (abbreviated VI, from the English Viscosity Index), which characterizes the ability of the oil to liquefy under the influence of temperature. The higher the viscosity index, the better the quality of the oil.
GROUP 1 - mineral, contains less than 90% of saturated hydrocarbons and 0.03% of sulfur, has a viscosity index of 80 to 120 (usually
GROUP 2 - mineral, contains not less than 90% of saturated hydrocarbons and less than 0.03% of sulfur, has a viscosity index from 80 to 120 (usually 95)
GROUP 3 - contains not less than 90% of saturated hydrocarbons and less than 0.03% of sulfur, has a viscosity index of more than 120 (usually 140-150) (HC-synthetic, cracking, hydro-synthetic, technosynthesis, Syntetishblend, MS synthesis)
GROUP 4 - synthetic polyalphaolefins (viscosity index 130)
GROUP 5 - synthetic base oils of other types, not included in groups 1-4 (complex alcohols and esters)
High-quality mineral base oil is a reliable base for modern lubricants. Such base oils have stable properties, in particular, high solubility of additives, which ensures the effectiveness of their action. They also have good lubricating properties, which in turn provides a hydrodynamic lubrication regime over a wide range of operating temperatures.
However, on the basis of mineral oil it is difficult, and sometimes even impossible, to develop a lubricant with high performance at both very low and very high temperatures.
The low-temperature properties of mineral oils can be improved by the introduction of a certain amount (up to 30%) of synthetics. In this way, it is possible to produce inexpensive, but having good fluidity at low temperatures, multigrade SAE 5W-XX oils, which are difficult or impossible to make based on only mineral oil.
Even higher service characteristics of lubricants can be obtained through the use of synthetic base oils. However, the use of synthetic base oil alone does not always guarantee the high performance properties of the final product. To achieve maximum effect, careful selection of all components and optimization of the formulation are necessary. This explains the very significant difference in the cost of the "same type" synthetic oils.
Synthetic oils can additionally provide:
Hydrocracking is one of the most promising methods for improving oil properties. During hydrocracking, a number of chemical reactions take place, as a result of which sulfur, nitrogen and other substances that reduce the service characteristics of the oil are removed. These processes provide an improvement in the molecular structure of mineral oil, enhance resistance to mechanical, thermal and chemical influences, and also increase the stability of the properties of the oil throughout the entire service period. It is the processing of base oils by the method of catalytic hydrocracking that allows to achieve very high performance characteristics of motor oils, comparable, and in a number of parameters, superior to the properties of “100% synthetics”.
In the production of lubricants under the Liqui Moly brand, the best varieties of base oils available on the market are used. This is one of the competitive advantages of the company compared to corporations that are tied to a specific oil field and therefore dependent on its quality.
Even the use of exclusively high-quality base oils cannot provide the level of final lubricant properties that is necessary for modern engines and mechanisms. For this, additives are used that improve the properties of base oils. Therefore, commercial oils without additives do not exist. However, it must be understood that even the best additives are not able to turn base oils into high-quality lubricants.
ANTI-OXIDATIVE ADDITIVES. These additives serve to extend the life of the commercial oil. The process of oil oxidation has an increasing, avalanche-like character, in which extraneous inclusions present in the oil only further accelerate the process of further oxidation. In this case, the products of the wear of metal friction pairs can directly act in the role of the oxidation catalyst. Antioxidant additives inhibit the oxidation process and block the catalytic effect of metal inclusions.
Detergents and dispersants. They protect engine parts from impurities, maintain insoluble impurities in a dispersed state (in the form of fine suspended particles in oil). "Suspended" particles are collected by an oil filter and do not harm the engine.
ANTI-CORROSIVE ADDITIVES. Provide a film on metal surfaces to prevent corrosion.
ANTI-WEAR ADDITIVES. A heavy-duty protective film is formed on lubricated surfaces to prevent direct contact of metal surfaces in the friction units and their wear.
ANTI-ADHESIVE ADDITIVES (EP - extreme pressure). Form a protective film that effectively prevents scuffing. Anti-wear and anti-seize additives reduce friction and wear.
ANTI-FOAM ADDITIVES. They prevent the formation of persistent foam by reducing the surface tension of the oil.
DEPRESSIVE ADDITIVESlowering pour point. They provide reliable engine start at low temperatures, preventing the coalescence of paraffin and other crystals. They are used only in mineral and hydrocracked oils.
THICKENERSimproving viscosity index (VI). Slow down the dilution of oil with increasing temperature by increasing the volume of high molecular weight polymers of which they consist. As the temperature rises, their volume increases, and when the temperature decreases, it decreases. To one degree or another, thickeners are used in all modern oils. The oil life largely depends on the correct selection of thickeners and their quantity.
Service characteristics of oils in 99% of cases depend on the effectiveness of the applied additive package. As already noted, it is additives that are the ridge of Liqui Moly, which determines the high quality and effectiveness of the company's oils.
The main functions of motor oils are:
VISCOSITY (fluidity) is one of the most important characteristics that affect the choice of oil for a particular engine and for specific operating conditions. The oil should be sufficiently liquid at low temperature to ensure normal engine starting. At the same time, the oil should be thick enough to effectively protect against wear of a warmed-up engine. Viscosity is kinematic, that is, determining the actual fluidity of the oil and its ability to fill all the cavities of the engine oil system. And dynamic, characterizing the thickness of the oil film on engine parts, that is, the ability of the oil to protect the engine from wear.
In terms of dynamic viscosity, modern European oils are divided into two categories: fully viscous, providing maximum engine protection (having a dynamic viscosity of HTHS more than 3.5 MPa / s) and low viscosity (with HTHS of 2.6-3.5 MPa / s for achieving fuel efficiency).
All currently existing motor and transmission oils, to facilitate their selection for a particular engine or gearbox, are classified by viscosity. The manufacturer indicates in the technical documentation the required viscosity class, and, accordingly, the supplier selects oil of this class.
It is generally accepted to use the American classification of SAE (Society of Automotive Engineers - Society of Automotive Engineers USA).
Motor oils are divided into 12 classes from 0W to 60. The letter W in front of the number means that the oil can be used at low temperatures (Winter - winter). For these oils, in addition to the minimum viscosity at 100 ° C, an additional temperature limit is given for the pumpability of the oil in cold conditions.
The maximum pumping temperature means the minimum temperature at which the engine pump is able to supply oil to the lubrication system. This temperature value can be considered as the minimum temperature at which a safe engine start is possible.
For each class, SAE gives the maximum viscosity at nominal temperature (see table). Most of the motor oils present on the market today are all-weather, that is, they are intended for year-round use in a wide temperature range.
FLASH TEMPERATURE. This parameter characterizes oil consumption for waste: the higher the flash point, the less oil burn. Oil vapors for a 4-stroke engine flash at a certain temperature. According to GOST R, the temperature must be above 200 ° C. Liqui Moly oils have a flash point that is significantly higher than the standard requirements and, therefore, have a minimum waste rate. On the one hand, this ensures a minimum oil consumption, on the other hand, it helps maintain engine cleanliness, since less carbon is formed.
EVAPORATION. Loss of oil by evaporation is also a significant item in oil consumption for waste. The quality of the base oil directly affects volatility. The lower the volatility, the less the waste. For synthetic motorcycle oils and oils for high-speed cars, the volatility does not exceed 6% by weight. For other automotive oils it is considered normal if the volatility does not exceed 15%.
ALKALINE NUMBER (TBN). When fuel is burned, oxides are inevitably formed, which must be neutralized. To do this, the oil must have a certain alkalinity reserve, normalized taking into account the destination and the region of use of the lubricants. The most alkaline oils are recommended for use in regions with predominantly sulfur fuel, as well as for diesel engines of trucks. In “cargo” oils, alkalinity can reach 15 mgKOH / g or more (KOH - alkaline equivalents, potassium hydroxide), and in environmentally friendly passenger oils, alkalinity is limited to a maximum of 6 mgKOH / g. The average alkalinity characteristic of universal oils is about 9-10 mgKOH / g. The alkalinity value indirectly characterizes the washing properties (for universal oils). Liqui Moly produces both limited alkalinity oils (Tor Tes series, Asia-America) and extremely alkaline oils for North Africa (Molymax series).
AMERICAN CLASSIFICATION API (American Petroleum Institute) is the most common, but by no means the most accurate and convenient.
The API motor oil classification was developed by the API in conjunction with ASTM (American Society for Testing and Materials) and SAE (Society of Automobile Engineers).
API CLASSIFICATION DIVIDES ENGINE OILS IN TWO CATEGORIES:S (SERVICE) - for gasoline engines of cars, vans and light trucks.
C (COMMERCIAL) - for diesel engines of commercial vehicles (trucks), industrial and agricultural tractors, road-building equipment.
Classes SA - SG canceled due to lack of anti-friction additives.
Class SH introduced in 1993. The class sets the same indicators as SG, but the test methodology is more demanding.
Sj. This class appeared in 1996. It meets more stringent requirements for harmful emissions into the atmosphere.
SL. Oil class introduced in 2001. It meets three basic requirements: increasing fuel efficiency, increased requirements for the protection of components that reduce harmful emissions, and increasing the inter-shift period of oil operation. Compared to the SJ level, test requirements are toughened.
Sm. Oil class introduced on November 30, 2004. It exceeds the requirements of the SL class in terms of thermo-oxidative stability, washing properties (protection against carbon formation) and resource. Some oils are classified as energy efficient.
SN. Oil class introduced since October 1, 2010. The main difference between API SN and previous API classifications is the limitation of phosphorus content for compatibility with modern exhaust gas aftertreatment systems, as well as integrated energy saving. Oils classified by API SN approximately correspond to ACEA C adjusted for high temperature viscosity.
The requirements of API SN and ILSAC GF5 are fairly close, and low-viscosity oils are likely to be classified together according to these two classifications.
SS - CE classes are canceled.
CF. Class of oils for diesel engines with a pre-chamber used in passenger cars.
CF-4. Improved class of oils replacing the CE class.
CF-2. This class of oils is basically the same as the previous class CF-4, but oils of this class are designed for two-stroke diesel engines.
Cg-4. A class of oils designed for American high power diesel engines.
CH-4. A class of diesel engine oils for heavy vehicles that meets the 1998 emission standard. The class assumes that the engine runs on low sulfur fuel.
SI-4. A new class of heavy-duty oils in high-speed four-stroke diesel engines that meet 2004 emission standards. It surpasses API CH-4, CG-4 and CF-4 oils in operational characteristics.
ACEA's European Performance Classification places higher demands on oils than API Classifications. ACEA more closely matches the fleet and operating conditions characteristic of the European zone, as well as Russian realities.
ACEA CLASSIFICATION SEPARATES LIGHT OILS IN FOUR CATEGORIES:
1. A1 / B1-10 oils for gasoline and diesel engines, designed for particularly low-viscosity energy-saving oils 2.92. A3 / B3-10 for the most loaded engines (including supercharged ones), for severe operating conditions or extended replacement intervals according to the manufacturer’s recommendation HTHS\u003e 3.5.
3. A3 / B4-10 with direct fuel injection, common rail system or pump nozzles for cars, vans and light trucks HTHS\u003e 3.5 for the most loaded engines (including supercharged ones), for severe operating conditions or extended drain intervals on the recommendation of the manufacturer.
4. A5 / B5-10 oils for gasoline and diesel engines, designed for particularly low-viscosity energy-saving oils 2.9 Low SAPS, ACEA C
Oils with a modified additive package and designed for compatibility with three-stage catalysts for gasoline engines or diesel particulate filters are allocated to the ACEA C category. For example, these are Tori Tes Liqui Moly oils. The ACEA class C oil class generally repeats classes 1, 2, 3, 4, with the corresponding ash limit. These classes are called Low SAPS (sulfur (S), ash (Ash), phosphorus (P)), ACEA C1 and C2 have the most severe SAPS restrictions, and C3 and C4 are milder Mid SAPS.
ACEA E2. Universal oil for atmospheric and turbocharged diesel engines of trucks, medium and heavy loaded with a normal oil change interval.
ACEA E4. High stability oil for superior piston cleanliness, reduced wear and soot control. The oil is recommended for use in high-class diesel engines that meet the emission requirements of Euro-1, Euro-2, Euro-3 and Euro-4 and work in difficult conditions, such as significantly increased oil change intervals according to the manufacturer's recommendations.
ACEA E7. High stability oil, which ensures piston cleanliness and prevents cylinder wall polishing, which in the future provides excellent depreciation periods, no deposits on turbocharging, soot control and oil stability. The oil is recommended for use in high-class diesel engines that meet the emission requirements of Euro-1, Euro-2, Euro-3 and Euro-4 and work in harsh conditions, such as significantly increased oil change intervals according to the manufacturer's recommendations. The oil is suitable for engines without mechanical filters and for most engines with exhaust gas recirculation equipped with SCR NOx reduction systems.
ACEA E6 Low SAPS. Same as E4. It is also recommended for engines equipped with particulate filters in combination with low sulfur diesel fuel (maximum 50 ppm). The oil has improved stability, which ensures the cleanliness of the pistons and prevents polishing of the cylinder walls, which in the future provides excellent depreciation periods, the absence of deposits on turbocharging, soot control and oil stability. The oil is recommended for use in high-class diesel engines that meet the emission requirements of Euro-1, Euro-2, Euro-3 and Euro-4 and work under harsh conditions, such as significantly extended oil change intervals according to the manufacturer's recommendations. The oil is suitable for engines without mechanical filters and for most exhaust gas recirculation engines equipped with SCR NOx reduction systems. However, manufacturers' recommendations may vary, so if in doubt, read the operating instructions and / or consult your dealer.
ACEA E9 Low SAPS. Oils that effectively ensure piston cleanliness and protection against varnish deposits. They provide excellent protection against wear, have high resistance to soot pollution and stable properties throughout the entire period of operation. Recommended for modern diesel engines that meet the requirements of Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 and working in difficult conditions with extended replacement intervals (in accordance with the recommendations of the manufacturers). They can be used in engines with or without diesel particulate filters and in most engines equipped with exhaust gas recirculation and nitrogen oxide emission reduction systems. Oils of this class are highly recommended for engines equipped with diesel particulate filters and designed to operate on low sulfur fuels.
American Automobile Manufacturers Association AAAMA and Japan Automobile Manufacturers Association Jama jointly created the International Committee for the Standardization and Testing of Motor Oils ILSAC (International Lubricant Standardization and Approval Committee).
Under the auspices of this committee, oil quality standards for gasoline engines of cars are published: ILSAC GF-1, ILSAC GF-2, ILSAC GF-3, ILSAC GF-4, ILSAC GF-5.
Together with ILSAC GF5 introduced the latest classification of API-SN.
CLASS DH-1 was developed for diesel engines of trucks and provides for the prevention of wear, protection against corrosion and high temperatures, resistance to oxidation and soot formation. Oils complying with the DH-1 standard are designed to reduce wear on piston rings, prevent the formation of high-temperature deposits, reduce foaming, oil consumption for evaporation, reduce shear viscosity, impair seal properties, etc. DH-1 oils are recommended for engines that meet previous exhaust emission requirements. Oils are also allowed in cases of using diesel fuel with a sulfur content of more than 0.05%.
CLASS DH-2 Designed for truck engines that are equipped with exhaust aftertreatment systems such as diesel particulate filters (DPF) and catalysts in accordance with the latest emission requirements. Oils complying with this standard are perfectly compatible with DPF and diesel converters and at the same time meet the level of requirements for DH-1. DH-2 oils can be used in engines that meet the previous exhaust emission requirements, subject to the replacement intervals prescribed by the manufacturer of the equipment. At present, Liqui Moly is the only company in Europe to produce oil in this classification: Top Tec 4350.
CLASS DL-1 Designed for passenger car engines that are equipped with exhaust aftertreatment facilities such as diesel particulate filters (DPFs) and catalysts to meet the new requirements for exhaust emissions. It should be noted that engine oil requirements are different for trucks / buses and cars. At present, Liqui Moly is the only company in Europe producing oil of this classification: Tor Tes 4500.
DH-2 and DL-1 oils can be used without reducing the oil change interval only in regions where diesel fuel with low sulfur content is used (sulfur content not more than 0.005%).
MA - oils for 4-T motorcycle equipment with an oil bath clutch, partially comply with API SG.
MA-2 - oils for 4-T especially powerful motorcycle technology with oil bath clutch, partially comply with API SL.
MB - oils for 4-T dry-clutch motorcycle equipment.
First, in Europe, and later in the USA, nominal tolerances of manufacturers for lubricants began to be practiced. The automaker puts forward certain requirements for oils, based, as a rule, on international classifications with their own additions.
Additional requirements may be due to design features or materials used. But in any case, automakers want to control the quality of the oils poured into their vehicles. It is quite expensive for manufacturers of lubricants, because in order to get approval it is necessary to pass certain tests not only in greenhouse laboratory conditions, but also on units in real-life conditions.
For example, if for some arbitrary unit of cost AvtoVAZ approval is accepted, which applies to the entire model range, then Volkswagen's approval is much more expensive and can apply only to one type of engine. Moreover, the GM Dexos ™ license has a progressive scale of value, and each next year of its possession is more expensive than the previous one.
The cost of approvals cannot but affect the cost of products of leading oil companies. However, obtaining tolerances is not only a matter of prestige, but also a direct indication of the need to use the approved lubricant.
By 2010, all European automakers have formulated their requirements for motor oils. For more specific gear oils and ATFs, such requirements have been formulated even earlier.
For ordinary consumers, the use of non-homologated oil is fraught with a loss of warranty. Therefore, when going to a service and purchasing oil in a retail network, you should not only ask about the availability of a PCT certificate from the seller, but also take a copy of the manufacturer’s approval from him. Liqui Moly does not save on homologation of its lubricants by receiving or prolonging valid tolerances in a timely manner. The company has all the necessary approvals for the successful sale of goods: both in bulk and in retail chains.
BMW Spezialoil - oils of "easy running", effectively reducing friction. Applicable until 1998.
BMW LL-98 - oils for gasoline engines from 1998 to 09/2001, selection by WIN-code.
BMW LL-01 - oils for gasoline and diesel engines from 09/2001, selection by WIN-code.
BMW LL-01FE - the same, but with additional energy-saving properties.
BMW LL-04 - oils for gasoline and diesel engines complying with Euro-4 standards since 2004, including with DPF diesel particulate filters.
Mercedes Benz
MV 229.1 - oils for gasoline and diesel engines that meet the requirements of ACEA A2-96 / A3-96 and B2-96 / B3-96.
MV 229.3 - oils for gasoline (including compressor) and diesel (CDI) cars with Assyst Plus System.
MV 229.31 - oils for gasoline and diesel engines complying with Euro 4 standards since 2004, including with DPF diesel particulate filters and cars with the Assyst Plus System.
MV 229.5 - oils for cars with Assyst Plus System (20 000 km). Reduced emissions.
MV 229.51 - Oils for gasoline and diesel engines since 2005, including with DPF diesel particulate filters and cars with the Assyst Plus System.
Ford & Premier Automotive Group
WSS M2C 912A - oils for gasoline and diesel cars (excluding diesel Ford Galaxy with pump nozzles, TDCI engines). Reduced high temperature viscosity, HTHS
WSS M2C 913A - oils for gasoline and diesel vehicles, including TDCI engines (excluding diesel Ford Galaxy with pump nozzles). Reduced high temperature viscosity, HTHS
WSS M2C 917A - oils for diesel Ford Galaxy with pump nozzles. Increased high temperature viscosity, HTHS\u003e 3.5 MPa / s. Approval equivalent to VW 505.01.
WSS M2C 913C - oils for gasoline and diesel cars since 2010 with extended drain intervals, replaces the requirements of WSS M2C 913A \\ B. Reduced high temperature viscosity, HTHS
WSS M2C 934A - oils for gasoline and diesel engines meeting Euro-4 standards, including with DPF diesel particulate filters. Oil Low SAPS. Reduced high temperature viscosity, HTHS
WSS M2C 934B - special oils for the latest Land Rover & Jaguar engines (2.7L, 3.0 V6 MJ 2010) that comply with Euro 5 standards, including with DPF diesel particulate filters. Oil Low SAPS. Reduced high temperature viscosity, HTHS
Opel / General Motors
GM-LL-A-025 - oils for gasoline engines with extended drain intervals since 2002 (replacement every 30,000 km or every two years (Europe)).
GM-LL-B-025 - oils for diesel engines with extended drain intervals since 2002 (replacement every 30,000 km or every two years (Europe)).
GM dexos 1 ™ - energy-saving oil for gasoline vehicles in the US and Canada.
GM dexos 2 ™ - resource-saving oil for all gasoline and diesel engines with diesel particulate filters (DPF) and with extended drain intervals in Europe since 2010 (30,000 km or once a year). Replaces GM-LL-A-025 / B-025.
A40 - oils for all types of engines manufactured by Porsche, since 1994. Applies to all classic 911, Cayman, Cayenne, Boxter and Panamera, as well as Cayenne V6 without extended shift intervals.
C30 - technically repeats the approvals of VW 504 00 and 507 00 and is recommended, inter alia, on the Cayenne Diesel with a 3.0 TDI engine equipped with a particulate filter and a V6 gasoline engine with extended replacement intervals (Europe).
PSA-Group (Peugeot & Citroen)
New 2009 specifications for all PSA-Group engines
B71 2295 - oils for engines manufactured before 1998. SAE 15W-40. Meets ACEA A2 / B2 specifications.
B71 2294 - oils for all old engines. Meets the requirements of the ACEA A3 / B3 and A3 / B4 specification with additional Peugeot-Citroen tests, including those with a viscosity of SAE 10W-40.
B71 2296 - oils meeting the requirements of ACEA A3 / B4 or A5 / B5 specifications with additional tests of Peugeot-Citroen concern, including those with SAE 5W-40 viscosity. For currently produced gasoline and diesel engines.
B71 2290 Mid SAPS - oils meeting the requirements of ACEA C2 and viscosity 5W-30 with additional tests of the Peugeot-Citroen concern. Updated for gasoline and diesel models with diesel particulate filters. Reduced high temperature viscosity, HTHS
RN0700 - oils for gasoline engines without turbocharging, release until 2008. Meets ACEA A3 / B4 or A5 / B5 specifications.
RN0710 - oils for turbocharged gasoline engines for sports models, as well as for diesel engines without a particulate filter. Meets ACEA A3 / B4 specs with additional Renault tests.
RN0720 Low SAPS - oil that meets the requirements of ACEA C4 and with a viscosity of 5W-30 with additional Renault tests. For diesel engines 2.0 dCi (M9R with diesel particulate filter) from 11/2007 (with Renault Laguna 2008 model year). Recommended for all Renault engines with a diesel particulate filter and longer drain intervals (up to 30,000 km) (Europe).
Volkswagen Group (Volkswagen, Audi, SEAT, Skoda, Lamborgini)
VW 501 01 - ordinary multigrade oil. For gasoline engines and atmospheric diesel engines.
VW 502 00 - oils for gasoline engines since 1996, selection according to WIN (replacement interval up to 15,000 km).
VW 503 00 - oils for gasoline engines since 1998, selection according to WIN (replacement interval up to 30,000 km or every two years). Reduced high temperature viscosity, HTHS
VW 503 01 - oils for Audi turbocharged gasoline engines from the 2000 model year, selection by WIN. High high temperature viscosity, HTHS\u003e 3.5 MPa / s.
VW 504 00 - oils for gasoline engines since 1998, selection with or without WIN, from the 2005 model year (replacement interval up to 30,000 km or every two years). Replaces the requirements of 502 00, 503 00, 503 01. Very high high temperature viscosity, HTHS\u003e 3.5 MPa / s.
VW 505 00 - oils for diesel engines with or without a turbine and without a particulate filter (standard replacement intervals up to 15,000 km or once a year). High high temperature viscosity, HTHS\u003e 3.5 MPa / s.
VW 505 01 - oils for diesel engines with pump nozzles and without a particulate filter. Standard replacement intervals are 15,000 km or once a year. High high temperature viscosity, HTHS\u003e 3.5 MPa / s. Replaces Ford WSS M2C-917A.
VW 506 00 - oils for diesel engines since 1998 without pump nozzles and a particulate filter, selection according to WIN (replacement interval up to 50,000 km or every two years). Low high temperature viscosity, HTHS
VW 506 01 - oils for diesel engines from the 2002 model year with pump nozzles and without a particulate filter, selection according to WIN (replacement interval up to 50,000 km or once every two years). Low high temperature viscosity, HTHS
VW 507 00 - oils for diesel engines with a diesel particulate filter, from the 2005 model year, selection with or without WIN, from the 2005 model year (replacement interval up to 50,000 km or every two years). Replaces the requirements of 505 00, 506 00, 506 01. Excluding R5 and V10 TDI engines with pump nozzles manufactured before 6/2006. Very high high temperature viscosity, HTHS\u003e 3.5 MPa / s.
1. Technical passport. It contains a description of the oil, its main properties, recommendations for use and basic technical characteristics. Provided by manufacturer (Liqui Moly GmbH).
2. Safety Data Sheet (MSDS). It contains requirements for the safety of storage, transportation and use of the product, fire safety and disposal rules. MSDS identifies hazardous product components, if any. The document is considered mandatory for the countries of the European Union. It is issued for each packaging of the product by a specially authorized organization in the approved form and in the language of the importer. Available to consumers upon request.
3. Declaration of conformity. Declares conformity of oils to state standard specification. Replaces the PCT certificate that has become obsolete in 2010. It is issued by an authorized certification organization, in our case it is US. It is a necessary document for Russian customs, a copy certified by blue seals must be present in trading organizations. As a rule, oils are listed in the declaration as an annex to the main text.
4. Expert opinion. Replaces the Hygienic Opinion, also repealed in 2010. Indicates the medical and environmental safety of the product. It is not a binding document for retailers, but regulatory authorities may be interested in its availability. Issued by the SanEpidNadzor Supervision and Human Ecology Center or authorized organizations in the regions.
THE WHOLE RANGE OF LIQUI MOLY OILS IS DIVIDED IN THREE BASIC GROUPS:
1. Oils with enhanced anti-friction properties are Liqui Moly branded products.
2. Special oils designed for specific car models of various automakers.
3. Universal oils.
"Moligen" Is the flagship of the Liqui Moly line of anti-friction oils! The development of 2001, which was based on the latest discoveries in the field of tribology (the science of friction), is protected by several international patents. The unique technology and use of the original additive package provide an increase in antifriction and anti-wear properties with an increase in load. PROTECTIVE PROPERTIES OF THE OIL GROW BY THE MEASURE OF GROWING THE LOAD OF THE ENGINE! “Moligen” oils keep perfectly in friction units, not draining from contacting surfaces even with prolonged idle time of the engine. Thanks to this unique feature of the oil, engine wear during cold start is significantly reduced. “Moligen” withstands the highest loads and severe operating conditions, while protecting and increasing engine life.
The Moligen series has an extended viscosity range, which makes it possible to successfully use these oils at very significant temperature and load extremes.
The Moligen series is represented by two oils: 100% synthetic and semi-synthetic. These oils have an extended viscosity-temperature range, which makes it possible to use them under the highest loads and in almost any climatic conditions. And the difference in the cost of “synthetics” and “semi-synthetics” allows the consumer to make a choice taking into account his financial capabilities, i.e. “To any purse”!
“Moligen” is a kind of “tuning” product that is really capable of improving the technical and economic characteristics of the engine.
Compared to standard oils of similar viscosity, Moligen oils effectively reduce engine friction and wear and increase engine life. These oils possess powerful aftereffect. That is, after replacing the Moligen oil with a standard engine oil, its action does not immediately end, but continues for up to 50,000 km. This occurs due to the formation of a hardened surface layer on interacting surfaces in the friction units. This layer is extremely resistant to both wear and tear and all kinds of flushing of the engine lubrication system.
Due to smoothing of microroughnesses and microroughnesses of surfaces "Moligen" provides temperature reduction in friction units, which in turn contributes to a significant increase in the service life of the oil itself and the preservation of the stability of its properties throughout the entire shift period.
"Molygen" adheres perfectly to friction surfaces and does not drain into the pan, so when starting the engine immediately provides instant lubrication.
Reduced engine noise, the car becomes more comfortable to use.
Cold start facilitated, including when the battery is “run down”, the wear and tear when the engine warms up sharply decreases significantly.
Exceptional engine cleanliness is maintained.
Oils "Moligen" initially rated for low grade fuelThey are resistant to destruction and have a high resource.
Moligen oils were created specially designed to protect engines from wear and tear in the most difficult operating conditions.
Sales channels: mostly retail, especially hypermarkets. Small private services, mainly in the southern regions of Russia.
Potential consumers: motorists, car mechanics, and small car service owners who purchase motor oils for servicing cars operating in difficult and superheavy conditions.
At present, Liqui Moly GmbH is improving the Molygen line in accordance with the increased modern requirements for motor oils. The range of viscosities is expanding: it is planned to produce oils 0W-20, 5W-30, 5W-40 for gasoline engines and 5W-40, 10W-40 for diesel engines, with the first 2 viscosity classes being released in the Low SAPS version. In this case, completely new anti-friction components with unique properties will be used, providing not only effective friction reduction, but also maintaining the engine in perfect cleanliness. The color of the oil will become lighter, but will retain an intense green tint. Currently, samples of the new Moligen, under the working name Molitek, are being tested in Russia.
The company's “calling card" is anti-friction oils with molybdenum disulfide additives. This additive gave the name of the company (liqui (abbr.) - liquid, moly (abbr.) - molybdenum). It is the unique properties of this compound, which is in suspension in motor oil, that at one time allowed the company to successfully enter the world market.
One of the main problems of engine building is the wear of rubbing surfaces. Despite all efforts to make the surfaces of parts as smooth as possible in order to minimize friction, microroughnesses and roughness remain on the surface. However, these irregularities can be smoothed out due to the presence on the friction surfaces of a thin film of molybdenum disulfide (MoS2), which is able to withstand significant mechanical loads and temperatures up to + 450 ° C. This improvement in surface quality reduces the coefficient of friction and, as a result, reduces the wear of the rubbing parts of the engine. Molybdenum disulfide is able to protect the engine even when oil is starving or if water gets into the oil.
Scientific research and real motor tests have shown that molybdenum disulfide provides reduced oil and fuel consumption, as well as reduced wear by more than 50%! Due to its unique properties, molybdenum disulfide has become an indispensable component of many lubricating compositions. Thus, oils with molybdenum disulfide are used where loads are particularly high, there is a risk of oil film rupture and scoring. High thermal oxidative stability allows the use of these oils in extreme operating conditions. High resistance to aging and excellent washing properties can reduce the formation of various deposits and sludge inside the engine.
Molybdenum disulfide oils are excellent for running in both new and refurbished cars. Molybdenum disulfide also proved to be a highly effective additive that reduces engine noise. Liqui Moly oils with molybdenum disulfide have received well-deserved recognition not only in Europe, but also among Russian motorists and car mechanics.
All oils with molybdenum disulfide have successfully passed laboratory and motor tests, which made it possible to obtain TUV CERTIFICATES - and this is more than a serious recommendation: confirmation of not only effectiveness, but also safety of use! Liqui Moly is currently working closely with the independent APL laboratory in Landau.
Distribution channels: mainly retail trade, especially hypermarkets. Small private services, mainly in the southern regions, fleets that operate GAZ equipment or similar. Potential consumers: motorists, car mechanics and small car service owners who purchase engine oils for servicing domestic cars, Chinese brands, used European and American cars, as well as for any cars after major engine repairs (for break-in if they are viscous) and for heavy operating conditions.
Molybdenum disulfide is a silver-black powder that significantly reduces friction, wear, temperature in the friction zone, as well as engine noise. It is added to the engine oil in an amount of 0.8%.
Oils with molybdenum disulfide are used where loads are particularly high, there is a risk of bursting of the oil film and the formation of a scuff. High thermal oxidative stability allows the use of these oils in extreme operating conditions. High stability and excellent cleaning properties help reduce the formation of various deposits and sludges inside the engine.
Molybdenum disulfide oils effectively reduce engine friction and wear compared to standard products.
Extend engine life by at least 50%.
Reduce the temperature in the friction units, which contributes to a significant increase in the life of the oil itself and allows you to maintain the service characteristics of the oil in the inter-shift period.
The noise level of the engine is reduced, the car becomes more comfortable in operation.
Cold start is facilitated, including when the battery has run down, drastically, wear and tear is greatly reduced when the engine warms up.
Contribute to maintaining engine cleanliness by maintaining a reinforced package of detergents.
The use of molybdenum oils during engine break-in allows the rubbing surfaces of friction units to be worked out in the best way and without scuffing, which ensures the best engine power performance during further operation.
Oils with molybdenum disulfide can withstand the most severe operating conditions.
| 1. Used a long time semi-synthetic oil with molybdenum disulfide. A friend of mine advised me to alternate the use of this oil with ordinary semi-synthetic oil without molybdenum disulfide. Is there any need to do this? | Answer: It is not clear what your acquaintance was guided by giving such a recommendation. Both of these oils are absolutely identical in composition except for the content of molybdenum disulfide in one of them. Moreover, as has been repeatedly emphasized, molybdenum disulfide is contained in a stable colloidal state, which means that it does not precipitate under any conditions, does not agglomerate, i.e. Disulfide particles do not stick together and do not clog the filter or the oil channels. Therefore, there is no reason to alternate the use of oils. Therefore, oil with molybdenum disulfide can be safely used throughout the entire life of the car, starting directly with engine break-in. |
| 2. Does an additive with molybdenum disulfide affect the pour point of transmission oil? | Answer: The pour point of transmission oils is determined, first of all, by the pour point of the base oils (mineral or synthetic) used for their production and the number of special depressant additives. Molybdenum disulfide is an anti-friction additive and does not affect the pour point of transmission or engine oil. |
| 3. There are rumors about the restriction and subsequent prohibition of the production and use of oils with molybdenum disulfide in Germany. Is this true? | Answer: These rumors have been circulating for more than 10 years, but for some reason not in Germany, but only in Russia ... This is absolutely false information. Even in engines that comply with the strict environmental standards of Euro-4 and 5, the use of oil with molybdenum disulfide is possible. However, it is necessary to clarify the recommendations directly to the automaker. No laws restricting the use of MoS2 exist in Europe. |
| 4. An oil with molybdenum disulfide is a suspension of a solid lubricating component, the particles of which can stick together or with particles of soot and clog the oil system. Is it so? | Answer: Oil with MoS2 has a balanced formula with an additional amount of detergent-dispersant components that prevent particle agglomeration and “suspend” them in the oil volume. Thus, oil with MoS2 does not produce precipitation, deposits, does not clog oil channels and hydraulic lifters. This is confirmed by the recently updated classification of API SL / CF for MOS2 Leichtlauf 10W-40. |
| 1. Molybdenum oils - the last century and their use is irrelevant, as there are more advanced products. | Answer: The car fleet in the Russian Federation is represented by both new and highly used cars. The use of molybdenum oils allows you to solve a number of problems during the operation of the car: they reduce wear, reduce engine noise, reduce fuel consumption, reduce heating of the units, restore the operation of hydraulic lifters and hydraulic tensioners, allow you to properly run in a new and repaired engine, extend engine life. They can and should be used in order to better preserve engine parts: both new and used. The amount of sulfur in molybdenum oils is so small that their use is possible even in cars equipped with modern 3-stage converters. |
| 2. I have a huge assortment of motor oils in my store, why do I need two more grades of oil? | Answer: Molybdenum oils are very special products that have long gained popularity and have their own stable circle of users among motorists. These are “oils with authority”, therefore they invariably find guaranteed sales. |
| 3. Why do I need molybdenum oils from Liqui Moly when there is cheaper Mannol? | Answer: Mannol oils have a not so balanced formula as Liqui Moly oils, in addition, they have a shorter service life. When using Mannol oils, problems in the operation of the car are possible. We offer you a proven product of guaranteed quality from the founder, the “trendsetter” and the world leader in the use of “molybdenum technology” in the production of oils. |
It is customary to consider UNIVERSAL oils that can be successfully used in most engines if the manufacturer does not have any specific requirements. However, as a rule, these oils can be used even if such requirements are present.
The main classifications of universal oils are API and ACEA, plus nonspecific approvals of automobile manufacturers, which are based on the same API and ACEA requirements, but with additional engine tests. There is an interesting peculiarity: European oils pass full API certification only in case of deliveries to the American market, and in other cases compliance with API requirements is indicated on the label. Also, when American oils are supplied to the European market, compliance with ACEA requirements is indicated.
Liqui Moly products are mandatory ACEA certified for the entire range of universal oils and mandatory API certification for oils supplied to the markets of the USA, Canada and Mexico. Other products, in accordance with API permission, indicate Performance Level. A classic example of a car in which universal oils can and should be used is any domestic car.
 | FULLY SYNTHETIC MOTOR ALL-SEASONAL OIL with an extended shift interval. It has recommendations for use in AUDI turbo engines. Saves fuel. Since 2011 it is delivered in 4 liter canisters (art. 1175). art. 1171/1172/1175 |
 | FULLY SYNTHETIC ALL-SEASONAL MOTOR OIL for gasoline and diesel engines. The most popular Liqui Moly product, tested in sports and civilian applications. It has a low consumption of fumes, excellent cleaning properties, the maximum resource for this class. Optimal in terms of price / quality. art. 1924/1915/1925 |
 | A FULLY SYNTHETIC MOTOR OIL FOR ALL-SEASONAL USE with excellent energy-saving properties and an unrivaled resource for its class. Oxidized significantly fewer analogues. Saves fuel. art. 1922 / 7536/1923/1363/1364 |
 | FULLY SYNTHETIC DIESEL OIL - a rarity in the market! It has all the advantages of the above product. art. 1926/1927/1342 |
 | SPECIALIZED SYNTHETIC OIL for sports cars and use in specially prepared engines. It has unrivaled resistance to overheating, withstands a constant temperature in the oil pan over 180 ° C! It has unrivaled resistance to fuel dilution with strong enrichment of the fuel mixture. Provides maximum protection for the engine from wear, scuffing and “tacking”. [WARNING:] application in standard vehicles is limited. art. 1943/7535/1944 |
 | THE NEWEST HC-SYNTHETIC MALOSEAL MOTOR OIL of the highest class for all-weather use in gasoline and diesel engines. The latest formula provides this oil with an unrivaled resource. API SN / CF; ACEA A3-08 / B4-08; BMW Longlife-01; MB 229.5; Porsche A40; Renault RN 0700, 0710; VW 502 00/505 00; Opel GM LL-B-025; Fiat 9.55535-H2, 9.55535-M2; Peugeot / Citroen (PSA) B71 2294, B71 2296. art. 3863-3869 |
 | LAST-GENERATION MOTOR OIL for highly accelerated passenger car engines meeting Euro-4 and Euro-5 standards, with extended oil change intervals, including BMW, Mercedes-Benz, Volkswagen. It has high anti-friction and energy-saving properties. The oil provides optimum pressure, high fluidity at low temperatures, and guaranteed protection against wear. Compatible with two stage catalysts, can be used in turbocharged engines with DPF filters. Approved for use in diesel engines equipped with pump nozzles. art. 7563/1136/7537/7564/1137 |
 | ALL-SEASONAL MOTOR OIL for gasoline and diesel engines. Due to the coplanarity of the additive package and the base base, it has unique antioxidant properties and excellent durability. It has the best combination of price and quality. Provides reliable start-up and reliable lubrication of the engine at negative (up to -35С °) temperatures. Compatible with catalysts and turbochargers. Extended oil change interval. Alkaline reserves allow the use of sulfur fuel. art. 3925/3926/3927 |
 | THE MOST POPULAR PRODUCT OF LIQUI MOLY! In 2006, he underwent a change in the formulation: he received an ultramodern HC-synthetic base and an updated package of additives of a higher class. It has a substantial margin in properties compared to oils of a similar class. The additive package of this oil is focused on the maximum reduction of friction, increase in resource and decrease in fuel consumption. The product implements the principle of "easy running", that is, the maximum ease of engine operation. art. 1928/1916/1929/1304 |
 | A UNIVERSAL OIL designed for refilling with the aim of replenishing the oil level in the engine in case of impossibility to add used oil or in the absence of information about the product used. It mixes without problems with standard oils, as well as with a number of oils that meet the special requirements of manufacturers, for example: for diesel engines with pump nozzles, for engines with a DPF filter, with multi-stage exhaust gas neutralization systems, etc. It can also be used as a self-contained product for pouring into the vast majority of engines, including those with direct injection, turbocharging, phase change systems and valve lift heights. It has nominal tolerances of most European manufacturers. art. 1305 |
 | SEMI-SYNTHETIC ALL-SEASONAL OIL for passenger cars. Oil is positioned as a product for use in the warranty and post-warranty periods in domestic cars, primarily of the VAZ and GAZ brands. The properties of the oil are optimized in order to obtain maximum protective properties during the entire interservice run recommended by the automaker. Successfully passed certification on VAZ engines in US and operational tests on ZMZ engines. According to the test results officially recommended for use. It has excellent detergent and antioxidant properties. In 2009, the base base and additive package were changed; in this regard, VAZ approval is no longer valid. art. 3929/3930/3931/3932 |
 | SEMI-SYNTHETIC ALL-SEASONAL OIL for passenger cars. Low-viscosity multigrade diesel engine oil developed using the latest technology and the latest additive packages. Due to the high content of detergents and dispersants, in comparison with conventional oils, it is well suited for working not only in gasoline engines, but also in diesel engines, including the Common Rail system and direct fuel injection. It allows to reduce friction, wear and noise during engine operation, save fuel in cold start modes and in daily operation, and keep the engine clean. Provides maintenance of stable pressure in both new and worn out engines. Tested for compatibility with turbochargers and conventional catalysts. art. 3933/3934/3935/3936 |
 | SEMI-SYNTHETIC ALL-SEASONAL DIESEL OIL for passenger cars. Ideologically repeats Super Leichtlauf SAE 10W-40. Oil with a fundamentally new additive package focused on fuel economy and maximum ease of engine operation by reducing friction. Prevents the formation of low and high temperature deposits, has enhanced detergent properties. It is used on all modern diesel engines, including those with direct fuel injection, turbocharging with variable geometry,? -Regulation and the Common Rail system. art. 7565/7566 |
 | ALL-SEASONAL MINERAL ENGINE OIL of the highest quality, specially designed for extreme operating conditions and long oil change intervals. Currently, the supply of the Russian article is suspended due to a general decrease in demand for mineral oils. Instead, a non-Russified German product is supplied. art. 1095/1096 |
1. All oils are exclusively made in Germany with German meticulous quality control at all stages of the technological chain.
2. The use of recycled base oils is completely ruled out.
3. Guaranteed margin in properties and excess of classifications due to the increased number of introduced additives.
4. Selection and purchase of the best base oils on the market.
5. The presence of its own laboratory, certified according to ISO 2001, with a staff of more than 100 people.
6. 100% input quality control of incoming components and output control of finished commercial oil with preservation of samples from each batch.
7. At Liqui Moly, there is no vicious practice of distinction in the quality of products manufactured for the domestic German market and destined for export.
It is worth noting that a large number of various tests and reviews on universal oils are published in the Russian automotive press, while Liqui Moly products invariably occupy the top ranks of ratings.
Special oils appeared in the process of optimizing maintenance periods for passenger cars. At the same time, the task of linking the timing of oil changes with the terms of revision of the engine, suspension, body, etc. during routine maintenance. The possible reduction in the cost of maintenance was taken into account: firstly, the less often the oil is changed, the cheaper it costs the consumer, and secondly, the increase in the oil change period further reduces the cost of disposing of the used product. Once the oil change is less frequent, it should naturally have a longer service life, and with modern requirements, it should also have enhanced energy-saving properties.
The main reason for the appearance of low-viscosity oils in the recommendations of car manufacturers, of course, was their ability to reduce fuel consumption, especially in warm-up modes - up to 15-17%! Under normal conditions, such oils also provide fuel savings, although it is expressed in already more modest numbers - up to 5-7%. However, the use of such oils became possible only due to significant changes in the technology of engine production and the use of completely new construction materials.
Of course, for the best protection against wear with the thinnest oil film, it is necessary to use the latest generation antiwear additives.
It is imperative that you pay attention to the viscosity of the oil when choosing the right product, but you must not do this in the first place. Modern cars have "generic" features. Volkswagen, for example, has pump nozzles and some other features. First of all, you must take into account the tolerances of the automaker. If specific requirements are put forward, the viscosity of an already approved oil automatically falls under these requirements, as well as special additives necessary for this particular engine.
From the oils approved for this model, it is advisable to choose the oil that is most suitable for a particular engine under specified operating conditions. In addition to the vehicle’s mileage, it will not be superfluous to specify the driving style and region of operation of the vehicle. After all, the optimal varieties of oils for the North-West region and for the Krasnodar Territory can radically differ due to differences in the quality of the fuel used. An integrated approach is needed.
Liqui Moly produces name-approved oils not only for European car manufacturers, but also for the bulk of Japanese and American brands. Today, Liqui Moly can provide optimal lubricants for more than 99% of cars produced! Modern specialized oils not only protect engines, but also save the environment, as they are developed for specific exhaust gas aftertreatment systems that are individual for each automobile brand.
The presence of personalized approval or compliance with the requirements gives confidence that this grade of oil fully meets or exceeds the requirements of the automaker.
Current recommendations for Japanese cars produced for their own domestic Japanese and European markets are significantly different. The recommendations for American cars are very close to the domestic ones, and therefore the American Automobile Manufacturers Association (AAMA) and the Japanese Automobile Manufacturers Association (JAMA) jointly created the International Lubricant Standatization and Approval Committee.
Liqui Moly was the first among European manufacturers to pay attention to the markets of Asia and America, where previously exclusively American, Japanese, and Korean oil producers were present. This is how the Asia-America series of oils appeared, specially designed for cars within the Japanese and American markets that are imported to Russia individually, under orders, or in small batches by gray suppliers. These are, as a rule, used cars that have already been in use for 3 years or more.
The engines of this fleet have their own specific features, such as, for example: direct fuel injection (GDI, Common Rail), timing control (VVTi), compliance with Euro-4 requirements, extended oil change intervals, which suggests the use of not universal, but special oils that take into account all these features. Therefore, when developing the Asia-America oil series, the goal was not to fully comply with all the most modern requirements - the developers limited themselves to observing ILSAC standards as the latest standard, equally common in Japan and the USA.
The main differences between ILSAC category oils from the basic American classification API:
At the same time, the Japanese do not develop nominal tolerances, as in European manufacturers.
 | MODERN LITTLE LOW MOTOR OIL of a premium class, developed especially for all-weather use in Asian and American cars. The use of HC synthesis base oils and the most advanced additive package guarantee exceptional wear protection, low fuel consumption and oil consumption, engine cleanliness and extremely fast oil flow to all lubrication points - excellent pumpability. Depending on the requirements of the car manufacturer’s instructions, oil change intervals can be extended up to 40,000 km. API SM; ILSAC GF-4, Ford WSS-M2C 930-A; Ford WSS-M2C 925-A; Chrysler MS-6395; Daihatsu; Honda Hyundai; Kia Isuzu; Mazda Mitsubishi DiaQueen; Nissan Suzuki Toyota Subaru GM .. art. 7620/7621/7622 |
 | HC-SYNTHETIC LOW-VISION ALL-SEASONAL MOTOR. It is made in accordance with the latest technological requirements. Provides the best cleanliness of engine parts, reduces friction power loss, protects the engine from wear. It allows you to simultaneously save fuel and extend the life of the engine. Depending on the requirements of the car manufacturer’s instructions, oil change intervals can be extended up to 40,000 km. [WARNING:] This oil was originally classified as ILSAC GF2 (blue label). Since the fall of 2009, the classification has been upgraded to ILSAC GF4, the new formula can be found on the green label. Since mid-2011, the oil has received a new formula and updated classifications of ILSAC GF5, API SN. art. 7515/7516/7517/7518 |
 | MODERN MOTOR OIL specially designed for year-round use in Japanese and American cars. HC-synthetic low-viscosity multigrade engine oil. It is made in accordance with the latest technological requirements. Provides the best possible cleanliness of engine parts, reduces friction power losses and protects the engine from wear. It allows you to simultaneously save fuel and extend the life of the engine. Depending on the requirements of the car manufacturer’s instructions, oil change intervals can be extended up to 40,000 km. API SM, ILSAC GF-4, Daihatsu, Honda, Hyundai, Kia, Isuzu, Mazda, Mitsubishi, Nissan, Suzuki, Toyota, Subaru, Ford, Chrysler, GM. art. 7523/7524/7525/7526 |
In the new millennium, many special oils have appeared that have been developed for various automobile brands. Such oils are divided into two main groups.
The first group is products developed strictly in accordance with the requirements of car manufacturers, for example Mopar, Motorcraft (respectively for Chrysler and Ford). The second group is oils of unknown origin, which have only the symbols of automobile brands, most often Japanese, on the labels: Toyota, Honda, Mazda and others, and are mainly packaged in cans.
The oils of the first group are unreasonably expensive and scarce. The second - relatively cheap, but do not guarantee the consumer anything but the coveted symbolism on the label. Accordingly, the oils of the first group are distributed mainly through authorized services, and the second is flooded with markets and small shop counters.
The owner of the warranty car is practically deprived of a choice. The oil prescribed in the manual will most likely be filled in the engine of his car, which he will have to purchase at the dealer service with the corresponding mark-up.
However, not all car owners agree to put up with a similar situation. They prefer to independently purchase oils that are suitable for tolerances and viscosity for the engines of their cars, and the service, according to the requirements of the law, is forced to accept and use them.
The second circumstance that should be taken into account is, at times, the scarcity of oils prescribed by the automaker, associated either with the sluggishness of customs, or with other factors. Lacking oil, the dealers themselves are ready to purchase alternative products on the side and replace them with branded oils - to our own benefit and the benefit of the consumer.
The owner of a used - for more than three years - Japanese or American car, not tied to warranty service, is usually prone to reasonable savings. Therefore, he purchases oils in specialized stores, unauthorized services or, in extreme cases, in car markets. The buyer must have a guarantee that the product he bought is not fake and fully complies with the manufacturer's requirements for viscosity and quality class.
1. Liqui Moly offers official Asia-America oils to authorized dealers as a worthy alternative to branded products.
2. The owner of a used - for more than three years - Japanese or American car company Liqui Moly gives a real opportunity to purchase engine oil of guaranteed quality that fully meets the requirements of the automaker in viscosity and quality class.
FOR RETAIL NETWORK:
1) Asia-America oils were developed for cars after 2004 and, in essence, have no alternative, since competitors do not offer such products at retail - this is the only specialized line of oils that is supplied not only to services, but also to retail network.
2) The presence of specialized tolerances by automakers, eliminating errors in the choice of oil.
3) Completely replace the pseudo “original” oils created according to the “budget” principle, significantly exceeding them in terms of performance. This is real German quality at a reasonable price.
4) Oils of the Asia-America series are safe for catalytic converters of cars and in relation to the environment.
5) This is not in words, but in fact an innovative product, high technology and excellent performance.
6) For thrifty car owners who decide to refuse an expensive warranty service, but want to fill in high-quality oil that is fully consistent with their car, Asia-America oils are ideal!
7) The shelf life of Liqui Moly oils in branded plastic jerricans significantly exceeds the shelf life of oils in tin containers.
1) A worthy alternative to scarce and expensive original oils.
2) The guarantee of the choice of oil that exactly meets the requirements of automakers.
3) The ability to make a higher margin, increase profitability, without increasing the final cost of service for the client.
4) Product availability - constant availability in stock and prompt delivery.
6) Technical support: staff training, technical expertise in conflict situations, assistance in choosing engine oil that meets the requirements of the automaker.
7) An additional assortment of auto chemicals for any occasion.
1) Reasonable, “democratic” price.
2) The ability to reduce the stock range.
3) Product availability - continuous availability in stock and prompt delivery.
4) Technical support: staff training, technical expertise in conflict situations, assistance in choosing engine oil that meets the requirements of the automaker.
5) An additional assortment of automotive chemicals for any occasion.
The modern low-viscosity premium motor oils that Liqui Moly offers are designed specifically for all-season use in Asian and American cars. Synthesis technology base oils and the most advanced additive package guarantee exceptional wear protection, low fuel and oil consumption, clean engine and extremely fast oil flow - excellent pumpability to all lubrication points, including during cold start.
 | MODERN FULLY SYNTHETIC ALL-SEASONAL MOTOR OIL with an extended shift interval, specially designed in accordance with the new requirements for VAG cars. Suitable for use in gasoline and diesel cars with and without turbocharging. The combination of modern synthetic base oils and advanced additives development technology guarantees low oil viscosity at low temperatures and high shear stability. It prevents deposits in the engine, reduces friction and effectively protects against wear. Significantly reduces fuel consumption while increasing engine life. ACEA A1 / A5 / B1 / B5; VW 503.00, 506.00 (5/99), 506.01 art. 1150/1151/1152 |
 | SYNTHETIC, ANTIFRICTION ALL-SEASONAL MOTOR OIL based on modern synthesis technologies. It has excellent thermal oxidative stability, effectively reduces wear, reduces friction losses, and prevents engine pollution. Optimally for modern engines with timing control and valve lift, turbocharging, intercooler, diesel particulate filter, recirculation gas cooling, and also without this equipment. Specifically designed for extended oil change intervals in demanding engines. ACEA A5-08 / B5-08; API SL / CF; ILSAC GF-3; Volvo art. 2853 |
 | MODERN HC-SYNTHETIC MALOSEAL LOW-VISION MOTOR OIL of the highest class for all-weather use in gasoline and diesel engines. The combination of high-quality base oils and an effective additive package provides exceptional wear protection, reduced fuel consumption and excellent pumping through the lubrication system. Especially for the latest (from 2010 release) models Ford (Europe), Mazda, Land Rover and other cars where oil of the corresponding class is required: ACEA A5-08 / B5-08; Ford WSS-M2C 913-A, Ford WSS-M2C 913-B, Ford WSS-M2C 913-C, Fiat 9.55535-G1. art. 3852-3857 |
 | MOTOR OIL specially developed for Opel car engines and a number of Korean brands using the engines of this automaker. HC-Synthetic multigrade, low-viscosity engine oil that meets the latest technological requirements. It ensures the best cleanliness of engine parts, reduces friction power losses and protects the motor from wear. It allows you to simultaneously save fuel and extend the life of the engine. The oil was tested on turbocharged engines equipped with catalytic converters. It can be used in old Opel engines (up to 2010 inclusive), in which the use of motor oils of this viscosity class is allowed. ACEA A3-04 / B4-04, API SL / CF, OPEL GM – LL – A025 / GM – LL – B025, BMW Longlife-01, MB 229.3, MB 229.5, VW 502 00/505 00. art. 1192/7654/1193/1196 |
Modern and high-tech oils of Low SAPS and Mid SAPS classes. They satisfy the requirements for engine oils for the most modern cars, including promising European and Japanese models, the production of which is only planned (!), As well as for models of previous generations, mainly since 2004. In these oils, all the requirements of car manufacturers are fully taken into account, which is confirmed by numerous nominal tolerances. The first presentation of the Tor Tes specialty oils was a landmark event at the 2004 Frankfurt Auto Show. Since then, the Tor Tes series has been regularly updated and replenished with new oils.
12.07.2018
We continue a series of informative publications on the long journey of oil from the bowels of the earth - to store shelves in the form of oils, greases, coolants, etc. Today we’ll talk about the most popular base oils of groups 3 and 4 today. It is on their basis that the most modern engine oils are produced.
Base oils of group IIIobtained by hydrocracking and hydroisomerization technology. In fact, this is the same mineral oil obtained from the corresponding fractions of oil, but improved - both in terms of purity and molecular structure. The raw material is vacuum gas oil or gas.
The basic principle of hydrocracking is the chemical conversion of unwanted components into desirable ones. Also, depending on the severity of the process conditions, it is possible to obtain oils of groups II and III. Distillates undergo a chemical reaction with hydrogen in the presence of a catalyst at high pressure and temperature. Naphthenic and aromatic carbon rings are destroyed and in the presence of hydrogen are formed with the formation of isoparaffins. This process also removes water, ammonia, hydrogen sulfide. At the output, the product has a yellow color, high viscosity index.
Hydroisomerization - the process of converting long n-paraffin molecules (normal, long chain) into shorter, branched isostructure molecules. The product is already colorless with a low pour point.
Hydrotreating - the final process of purification from undesired compounds and hydrogen unsaturated remaining unsaturated molecules. The finished product is a group III base oil with very high stability.
The most important advantage of base oils of groups II and III is that they contain a very low amount of sulfur, nitrogen and aromatic structures. Therefore, they are characterized by good thermal stability and low temperature properties. Along with low volatility in these base oils, a high viscosity index. The main disadvantage of groups II and III is the reduced ability to dissolve additives and the high cost in comparison with group I.
Base oils of group IVAre hydrogenated olefin oligomers obtained by catalytic polymerization of linear alpha olefins. If you are not afraid, then continue. Olefins include ethylene, propene, hexene, etc. But the main component in the production of PAO is decen-1 (this is a typical representative of this class, having ten carbon atoms, as well as twenty hydrogen atoms. With 10 H 20). The production process of PAO consists of several stages. The first step is the decene oligomerization in order to obtain a linear α-olefin. Oligomerization occurs in the presence of catalysts, high temperature and pressure. The second stage is the polymerization of α-olefin to produce directly PAO. The polymerization takes place under the influence of hydrogen at low pressure and the presence of organometallic catalysts. The third stage is fractional distillation at PAO-2, PAO-4, PAO-6, etc.
Fortunately, there are many other processes for producing synthetic base oils with the best viscosity-temperature characteristics, but the production of PAO is several times cheaper.
PAO have a pronounced isoparaffin structure. Therefore, PAO base oils have a high viscosity index, excellent fluidity at low temperatures and high lubricating properties at high temperatures. Low viscosity PAOs are hydrolytically stable, have good compatibility with mineral oils and can be combined with other types of synthetic raw materials for mixing (for example, esters or alkyl naphthalenes) to improve solubility and control deposition.
In general, Group IV base oils have the following advantages: lack of sulfur, nitrogen, and aromatics, stable physicochemical characteristics from batch to batch, high thermal stability and low temperature properties, low volatility, and high viscosity index.
Base oils are divided into five groups, which differ in chemical composition and, therefore, properties. From this (and their mixing) depends on what will be the final engine oil sold on store shelves. And the most interesting is the fact that only 15 world oil companies are engaged in their production, as well as additives themselves, while there are much more brands of final oil. And here, probably, many had a logical question: what is the difference between oils and which is the best? But first, it makes sense to deal with the classification of these compounds.
Classification of base oils involves dividing them into five groups. This is specified in API Standard 1509, Appendix E.
API Base Oil Classification Table
These compounds are obtained by refining petroleum products remaining after receiving gasoline or other fuel and lubricants using chemical reagents (solvents). They are also called coarse oils. A significant drawback of such oils is the presence in them of a large amount of sulfur, more than 0.03%. As for the characteristics, such compositions have weak viscosity index values \u200b\u200b(that is, viscosity is very temperature dependent and can only work normally in a narrow temperature range). Currently, 1 group of base oils is considered obsolete and only is produced from them. The viscosity index of such base oils is 80 ... 120. And the temperature range is 0 ° С ... + 65 ° С. Their only advantage is a low price.
Base oils of group 2 are obtained by performing a chemical process called hydrocracking. Their other name is highly refined oils. It is also the purification of petroleum products, however, using hydrogen and under high pressure (in fact, the process is multi-stage and complex). The result is an almost transparent liquid, which is the base oil. The sulfur content in it is less than 0.03%, and they have antioxidant properties. Due to its purity, the service life of the engine oil obtained on its basis is significantly increased, and deposits and deposits in the engine are reduced. On the basis of hydrocracking base oil, the so-called “HC-synthetics” is made, which some experts attribute to semi-synthetics. The viscosity index in this case also ranges from 80 to 120. This group is called the English abbreviation HVI (High Viscosity Index), which literally translates as high viscosity index.
These oils are obtained in the same way as the previous ones from petroleum products. However, the features of the 3rd group are increased, its value exceeds 120. The higher this indicator is, the wider the temperature range the resulting motor oil can work, in particular, in severe frost. Often based on base oils 3 groups do. The sulfur content here is less than 0.03%, and the composition itself consists of 90% of chemically stable, hydrogen-saturated molecules. Its other name is synthetics, but in fact it is not. The name of the group sometimes sounds like VHVI (Very High Viscosity Index), which translates as a very high viscosity index.
Sometimes the 3+ group is isolated separately, the base for which is obtained not from oil, but from natural gas. The technology of its creation is called GTL (gas-to-liquids), that is, the conversion of gas into liquid hydrocarbons. The result is a very pure, water-like base oil. Its molecules have strong bonds that are resistant to aggressive conditions. Oils created on such a base are considered fully synthetic, despite the fact that hydrocracking is used in the process of their creation.
Raw materials of the 3rd group are excellent for developing formulations of fuel-saving, synthetic, universal motor oils in the range from 5W-20 to 10W-40.
These oils are based on polyalphaolefins, and are the basis for the so-called "real synthetics", which is distinguished by its high quality. This is the so-called base polyalphaolefin oil. It is produced using chemical synthesis. However, a feature of motor oils obtained on such a basis is their high cost, so they are often used only in sports cars and in premium cars.
There are certain types of base oils, which include all other compounds that are not included in the four groups listed above (roughly speaking, this includes all lubricating compounds, not even related to automotive vehicles, that were not included in the first four). In particular, silicone, phosphate ester, polyalkylene glycol (PAG), polyesters, bio-lubricants, paraffin and white oils and so on. They, in fact, are additives to other formulations. For example, esters are additives to the base oil to improve its performance. Thus, a mixture of essential oil and polyalphaolefins normally works at high temperatures, thereby providing increased washing ability of the oil and increasing its life. Another name for such compounds is essential oils. They are currently the highest quality and the highest characteristics. These include ester oils, which, however, are produced in very small quantities due to their high cost (about 3% of global production).
Thus, the characteristics of the base oils depend on the method of their preparation. And this, in turn, affects the quality and characteristics of ready-made motor oils used in automotive engines. Also, oils derived from oil are affected by its chemical composition. After all, it depends on where (in which region on the planet) and how oil was extracted.
Noack base oil volatility
Oxidation resistance
The question of which base oils are the best is not entirely correct, since it all depends on which oil you need to get and use in the end. For most budget machines, “semi-synthetics”, created on the basis of mixing oils of groups 2, 3 and 4, is quite suitable. If we are talking about good “synthetics” for expensive premium cars, it is better to buy oil based on the base of group 4.
Until 2006, motor oil manufacturers could be called “synthetic” oils based on the fourth and fifth groups. Which are considered the best base oils. However, it is currently permitted to do this even if a base oil of the second or third group is used. That is, only compounds based on the first base group remained “mineral”.
Mixing of individual base oils belonging to different groups is allowed. So you can adjust the characteristics of the final compositions. For example, if you mix base oils of groups 3 or 4 with similar formulations from group 2, you will get "semi-synthetics" with enhanced performance characteristics. If you mix the mentioned oils with 1 group, you will also get a “”, but with lower characteristics, in particular, high sulfur content or other impurities (depending on the specific composition). Interestingly, the fifth group oils in their pure form are not used as a base. To them are added compositions from the third and / or fourth groups. This is due to their great volatility and high cost.
A distinctive feature of PAO-based oils is that it is impossible to make a 100% PAO composition. The reason is their very poor solubility. And it is needed to dissolve the additives that are added during the manufacturing process. Therefore, a certain amount of funds from the lower groups (the third and / or fourth) is always added to the PAO oils.
The structure of molecular bonds in oils belonging to different groups is different. So, in the lower groups (the first, second, that is, mineral oils), the molecular chains are like a branched tree crown with a bunch of “crooked” branches. This form is easier to curl into a ball, which happens when freezing. Accordingly, such oils will freeze at a higher temperature. Conversely, in oils of high groups, hydrocarbon chains have a long straight structure, and it is more difficult for them to “curl up”. Therefore, they freeze at lower temperatures.
In the production of modern base oils, it is possible to independently control the viscosity coefficient, temperature, yield strength, volatility and oxidation resistance. As mentioned above, base oils are produced from oil or petroleum products (for example, fuel oil), and there is also production from natural gas by the method of conversion to liquid hydrocarbons.
How is base motor oil produced
Oil itself is a complex chemical compound that contains saturated paraffins and naphthenes, unsaturated aromatic olefins, and so on. Each such compound has positive and negative properties.
In particular, paraffins have good oxidation stability, but at low temperatures it is reduced to nothing. Naphthenic acids form a precipitate in oil at high temperature. Aromatic hydrocarbons adversely affect oxidative stability as well as lubricity. In addition, they form varnish deposits.
Unsaturated hydrocarbons are unstable, that is, they change their properties over time and at different temperatures. Therefore, all of these substances in base oils must be disposed of. And this is done in many ways.
Methane is a natural gas that has no color or odor; it is a simple hydrocarbon consisting of alkanes and paraffins. The alkanes that are the basis of this gas, unlike oil, have strong molecular bonds, and as a result are resistant to reactions with sulfur and alkali, do not form precipitation and lacquer deposits, but are oxidizable at 200 ° C.
The main difficulty lies precisely in the synthesis of liquid hydrocarbons, but the final process is hydrocracking itself, where the long chains of hydrocarbons are separated into different fractions, one of which is an absolutely transparent base oil without sulfate ash. The purity of the oil is 99.5%.
The viscosity coefficient is much higher than those made from PAO; they are used for the manufacture of fuel-efficient automobile oils with a long service life. This oil has a very low volatility and excellent stability both at very high and at extremely low temperatures.
Let us consider in more detail the oils of each group listed above how they differ in the technology of their production.
Group 1. They are obtained from pure oil or other oily materials (often waste products in the manufacture of gasoline and other fuel and lubricants) by selective purification. For this, one of the three elements is used - clay, sulfuric acid and solvents.
So, with the help of clay they get rid of nitrogen and sulfur compounds. Sulfuric acid in combination with impurities provides sludge sediment. And solvents remove paraffin and aromatics. Most often, solvents are used, since it is most effective.
Group 2. Here the technology is similar, but it is complemented by highly refined cleaning with elements with a low content of aromatic compounds and paraffins. Due to this, oxidative stability increases.
Group 3. Base oils of the third group at the initial stage receive as the oils of the second. However, their feature is the hydrocracking process. In this case, petroleum hydrocarbons are hydrogenated and cracked.
In the process of hydrogenation, aromatic hydrocarbons are removed from the oil (they subsequently form a coating of varnish and carbon deposits in the engine). Also, sulfur, nitrogen and their chemical compounds are removed. Next, the stage of catalytic cracking takes place, in which paraffinic hydrocarbons are broken down and “fluffed”, that is, the isomerization process takes place. Due to this, molecular bonds of a linear form are obtained. The harmful compounds of sulfur, nitrogen and other elements remaining in the oil are neutralized by adding additives.
Group 3+. Such base oils are produced by the hydrocracking method itself, only raw materials that can be separated, not crude oil, but liquid hydrocarbons synthesized from natural gas. Gas is synthesized to produce liquid hydrocarbons using the Fischer-Tropsch technology developed back in the 1920s, but using a special catalyst. The production of the necessary product began only at the end of 2011 at the Pearl GTL Shell plant together with Qatar Petroleum.
Obtaining such a base oil begins with the supply of gas and oxygen to the installation. Then begins the stage of gasification with the production of synthesis gas, which is a mixture of carbon monoxide and hydrogen. Then comes the synthesis of liquid hydrocarbons. And already a further process in the GTL chain is the hydrocracking of the resulting transparent waxy mass.
Thanks to the process of gas-liquid conversion, a crystal clear base oil is obtained, which practically does not contain impurities characteristic of crude oil. The most important representatives of such oils, made using PurePlus technology, are Ultra, Pennzoil Ultra and Platinum Full Synthetic.
Group 4. The role of the synthetic base for such compositions is played by the already mentioned polyalphaolefins (PAO). They are hydrocarbons with a chain length of about 10 ... 12 atoms. They are obtained by polymerization (compound) of the so-called monomers (short hydrocarbons with a length of 5 ... 6 atoms. And the raw materials for this are oil gases butylene and ethylene (another name for long molecules are decenes). This process resembles “crosslinking” on special chemical machines It consists of several stages.
In the first of these, decene oligomerization in order to obtain a linear alpha olefin. The oligomerization process occurs in the presence of catalysts, high temperature and high pressure. The second stage is the polymerization of linear alpha-olefins, the result of which are the desired PAO. The specified polymerization process occurs at low pressure and in the presence of organometallic catalysts. At the final stage, fractional distillation is performed at PAO-2, PAO-4, PAO-6 and so on. To ensure the necessary characteristics of the base engine oil, appropriate fractions and polyalphaolefins are selected.
Group 5. As for the fifth group, such oils are based on esters - esters or fatty acids, that is, compounds of organic acids. These compounds are formed as a result of chemical reactions between acids (usually carboxylic) and alcohols. The raw materials for their production are organic materials - vegetable oils (coconut, rapeseed). Also sometimes, oils of the fifth group are made from alkyl naphthalenes. They are obtained by alkylation of naphthalenes with olefins.
As you can see, manufacturing technology from group to group is becoming more complicated, which means it is becoming more expensive. That is why mineral oils have a low price, and PAO-synthetic oils are expensive. However, when you need to take into account many different characteristics, and not just the price and type of oil.
It is interesting that the oils belonging to the fifth group have polarized particles that magnetize to the metal parts of the engine. In doing so, they provide the best protection compared to other oils. In addition, they have very good washing abilities, due to which the amount of detergent additives is minimized (or simply eliminated).
Oils based on esters (the fifth base group) are used in aviation, because airplanes fly at altitudes where the temperature is much lower than that which is fixed even in the far north.
Modern technologies make it possible to create fully biodegradable ester oils, since the mentioned esters are environmentally friendly products and are easily decomposed. Therefore, such oils are environmentally friendly. However, due to their high cost, motorists will not be able to use them everywhere everywhere soon.
Ready engine oil is a mixture of base oil and an additive package. Moreover, it is interesting that in the world there are only 5 companies producing these same additives - these are Lubrizol, Ethyl, Infineum, Afton and Chevron. All well-known and not very companies that produce their own lubricating fluids buy additives from them. Over time, their composition changes, is modified, companies conduct research in chemical fields, and try not only to increase the operational characteristics of oils, but also to make them more environmentally friendly.
As for the manufacturers of base oils, there are actually not so many of them, and basically these are large, world-famous companies such as ExonMobil, which ranks first in the world in this indicator (about 50% of the global volume of base oil of the fourth group , as well as a large share in 2,3 and 5 groups). In addition to her, in the world there are still large ones with their own research center. Moreover, their production is divided into the above five groups. For example, such "whales" as ExxonMobil, Castrol and Shell do not produce base oils of the first group, because they are "not worth it."
| Base Oil Manufacturers by Group | ||||
|---|---|---|---|---|
| I | II | III | IV | V |
| Lukoil (Russian Federation) | Exxon Mobil (EHC) | Petronas (ETRO) | Exxonmobil | Inolex |
| Total (France) | Chevron | ExxonMobil (VISOM) | Idemitsu kosan co | Exxon mobil |
| Kuwait Petroleum (Kuwait) | Excell paralubes | Neste Oil (Nexbase) | INEOS | Dow |
| Neste (Finland) | Ergon | Repsol YPF | Chemtura | Basf |
| SK (South Korea) | Motiva | Shell (Shell XHVI and GTL) | Chevron phillips | Chemtura |
| Petronas (Malaysia) | Suncor petro-canada | British Petroleum (Burmah-Castrol) | INEOS | |
| GS Caltex (Kixx LUBO) | Hatco | |||
| SK lubricants | Nyco america | |||
| Petronas | Afton | |||
| H&R Chempharm GmbH | Croda | |||
| Eni | Synester | |||
| Motiva | ||||
The listed base oils are initially divided by viscosity. And each of the groups has its own notation:
Depending on what characteristics a finished automobile engine oil should have, each manufacturer chooses its composition and the ratio of its constituent substances. For example, semi-synthetic oil, as a rule, consists of about 70% of mineral base oil (1 or 2 groups), or 30% of hydrocracking synthetic (sometimes 80% and 20%). Then comes the “game” with additives (they are antioxidant, antifoam, thickening, dispersion, washing, dispersing, friction modifiers), which are added to the resulting mixture. Additives are usually of low quality, therefore, the resulting finished product does not differ in good characteristics, and can be used in budget and / or old cars.
Synthetic and semi-synthetic compounds based on base oils of group 3 are the most common in the world today. They have the English designation Semi Syntetic. Their manufacturing technology is similar. They consist of approximately 80% base oil (often different groups of base oils are mixed) and additives. Sometimes viscosity regulators are added.
Synthetic oils based on the base of group 4 - this is the real "Synthetics" Full Syntetic, based on polyalphaolefons. They have very high characteristics and a long service life, but they are very expensive. As for the rare ester motor oils, they consist of a mixture of base oils of 3 and 4 groups, and with the addition of an ester component in a volume quantity of 5 to 30%.
Recently there have been "folk craftsmen" who add about 10% of the final ester component to the filled in engine oil of the car in order to supposedly increase its characteristics. Should not be doing that! This will change the viscosity and can lead to unpredictable results.
The technology for manufacturing finished engine oil is not just a mixture of individual components, in particular, the base and additives. In fact, this mixing occurs in stages, at different temperatures, at different intervals. Therefore, for its production you need to have information about the technology and related equipment.
Most of the current companies with such equipment produce motor oils using the experience of the main manufacturers of base oils and manufacturers of additives, so quite often you can meet the assertion that the manufacturers are fooling us, and in fact all the oils are the same.
Engine oils ICE passenger cars. Part 1
Marchenko V.V. 2015
Motor oils and their applicability remains an urgent topic for domestic car owners, given the general illiteracy of the issue of car service technicians and sales consultants of retail chains. The complete closeness of the manufacturers of fuels and lubricants, it seems, is quite satisfied with automakers. Less knowledge, less questions! Such as: why suddenly in 2009 they started using low-viscosity oils, up to SAE 0W20 instead of the standard SAE 0W40, even on traditional ICEs developed in the 80-90s. How do car owners pay for such a “trick”?
The objective of this article is to provide basic information on the classification and applicability of motor oil to an engine type. I hope that the article will be informative for car owners, car mechanics and sellers of spare parts. To access technical trainings for technical trainers, auto mechanics, and service master consultants, you need to contact your personal mail. .
In this situation, the topic - which brand oil is better or worse, is secondary. To discuss it and choose engine oil for a specific ICE, understanding which product you are selling, you need to know: which viscosity classification is SAE and the performance classification is ACEA, for which type of engine and for what operating conditions it is necessary to use. For example, the SAE 5W30 viscosity classification oil can be of different performance classifications (quality-jargon): ACEA A1 / B1; ACEA A3 / B4; ACEA C2 or ACEA C3. Each class will have its own: base oil and additive package, physicochemical characteristics, service mileage, wear resistance, intended use, type and engine load. So, with one viscosity class, the applicability will be different for motor oils with different classification according to operational properties-ACEA. Thus - The SAE oil viscosity specification does not provide any information on the performance of the engine oil. Therefore, the laconic response of a service technician, such as "zero-thirty oil is poured," does not give an idea of \u200b\u200bthe operational properties of the oil. When changing the oil on the tag in the engine compartment, the date must be indicated, the mileage in km at which the oil was changed, the brand of engine oil, viscosity according to SAE, but also ACEA classification. Demand exactly this filling in the oil change tag.
On the front side of the oil package indicates the trade name of the product (by tradition, it may include the viscosity of the oil according to SAE. For example: Mobil 1 ESP 0W-40), and on the back of the package the viscosity class SAE XW-XX itself (for example: SAE 0W40), class ACEA XX performance characteristics (for example: ACEA C3; ACEA A3 / B3, A3 / B4) and automakers' approvals (for example: 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)
The second thing you need to know is that the ACEA classification defines the minimum basic requirements (read, for lightweight ICE operating conditions), which are agreed between oil producers and car manufacturers.
According to the classification of the American Petroleum Institute (API), base oils, as the basis of motor oils, which determine the physicochemical characteristics of the latter, are divided into five categories:
Group I– Conventional Mineral Base Oilsobtained by the method of selective cleaning and dewaxing with solvents
Group II-Superior Mineral Base Oils. Highly refined base oils, low in aromatics and paraffins, with increased oxidative stability due to hydrotreatment of mineral oil
Group III- Hydrocracking base oils with a high viscosity index obtained by the method of catalytic hydrocracking (HC technology). In the course of a special treatment, the molecular structure of the oil is improved, bringing the properties of group III base oils closer to synthetic group IV base oils. It is no coincidence that this group of oils is classified as semi-synthetic (and some companies even refer to synthetic base oils).
Group IV– Synthetic base oils based on polyalphaolefins (PAO). Polyalphaolefins obtained as a result of a chemical process have the characteristics of a uniform composition, very high oxidative stability, a high viscosity index and do not have paraffin molecules in their composition.
Group V – Synthetic vegetable ester base oils (Esters).
Conditional operational characteristics (by increasing operational properties), in% (mineral base oil is taken as 100%)
Mineral, ordinary quality- 100%
Hydrocracking, improved mineral - 200%
Synthetic, polyalphaolefin (PAO) - 300%
Synthetic, ester - 500%
Approximately the same ratios are related to the cost of production of these categories of motor oils.
SAE viscosity classification.
Viscosity is one of the most important characteristics of engine oil. The viscosity class indicates the temperature conditions under which the oil remains on the engine parts and, at the same time, maintains the viscosity that is optimal for its operation. The American SAE (Society of Automotive Engineers) engine oil viscosity classification is adopted by the Society of Automotive Engineers and the designation is: SAE XXW-XX. The abbreviation SAE is followed by the index of low-temperature viscosity XXW (0W; 5W; 10W; 15W; 20W; 25W) at a low negative oil temperature, and through the dash, the index of high-temperature viscosity 20; 30; 40; 50; 60 at an operating temperature of oil of 90-1000С.
Larger numerical low temperature viscosity index, the oil is more viscous at low temperatures. The literal part ХХW (example: 5W, 0W, 15W ...) is the so-called “winter” (“winter” - winter) viscosity and temperature requirements of the oil, at which oil pumping and cranking of the internal combustion engine should be ensured. To obtain the lower temperature limit in degrees Celsius of the engine cranking ability on a given oil, it is necessary to subtract the number 35 from the low-temperature viscosity index (those ХХ-35). Please note that the engine oil pumping temperature should be 5 ° C lower than the cranking temperature.
Larger numerical high temperature viscosity indexthe higher the kinematic viscosity and viscosity under conditions of high shear rate and high temperature -HTHS, and the oil retains its properties at higher temperatures. Requirements for kinematic viscosity are typical for gearing and timing cams. Requirements for viscosity under conditions of high shear rate and high temperature –HTHS are characteristic for connecting rod and root sliding bearings. HTHS is determined entirely by the properties of the base oil and is independent of additives. HTHS is one of the most important characteristics of viscosity and antiwear properties of motor oil.
Low-viscosity, the so-called fuel-efficient oils have an index of high temperature viscosity of 20.30.40.
Multigrade oil is indicated by a dual viscosity index with a mandatory dash between the low-temperature viscosity index and the high-temperature viscosity index: 0W-20, 0W-30; 0W-40; 5W-40; 10W-40; 15W-40. All-weather oils combine the capabilities of both “winter” and “summer” lubricants. Fully (100%) synthetic engine oils have a low-viscosity index of zero and the designation 0W-XX. Fully synthetic oils, due to their homogeneous molecular structure and minimal additive content, have exceptional viscosity-temperature characteristics. This is, firstly, a low pour point - minus 50-60 ° C and a very high index of low temperature viscosity - 0, which greatly facilitates starting the engine in frosty weather. Secondly, the high viscosity of HTHS is at a temperature of 150 ° C - thanks to this, the oil film that separates the friction surfaces does not deteriorate in extreme thermal conditions. Due to the increased resistance to shear deformations (due to the homogeneity of the structure), they have high thermo-oxidative stability, that is, a low tendency to form insoluble deposits and varnishes, as well as low volatility and waste consumption. These properties are especially important for oils designed for high-load and turbocharged ICEs with extended drain intervals. Tighter requirements for exhaust toxicity, as well as the use of a catalyst, impose increasingly stringent requirements for the volatility of engine oil components. This is one of the main reasons for the popularity of low viscosity oils of the SAE OW classes, created from synthetic base oils, among car manufacturers.
How does motor oil work. The viscosity of any oil changes during the hours worked. First, there is a process of destruction of thickening additives with a decrease in the viscosity of the oil, then a progressive increase in viscosity due to the high content of oxidation products of the base oil. The less pronounced the processes of destruction and oxidation, the higher the oil resource
ACEA-2008 classification by operational properties.
Currently, there are simultaneously several systems for classifying motor oils by operational properties - API, ILSAC, ACEA, and GOST (for CIS countries). The requirements of the European ACEA standard for the properties of motor oils are more stringent than the American API.
ACEA classification divides motor oils into 4 classes:
Class A- for gasoline engines with a normal sulfate ash content;
class B- for lightly loaded diesel engines with a normal sulfate ash content; class E- for heavily loaded diesel engines;
class C with medium - Mid SAPS and low - Low SAPS containing sulphated ash (Sulphated Ash), phosphorus (Phosphorus) and sulfur (Sulfur) - for gasoline and diesel engines with diesel particulate filters and long-life catalysts. Within each of these classes there are categories - 1; 2; 3; 4; 5, which reflect various operational properties.
The ACEA 2008 edition defines four categories: A1 / B1, A3 / B3, A3 / B4, A5 / B5, for gasoline internal combustion engines of passenger cars and light diesel engines -Liht Duty, four categories: C1, C2, C3, C4,for engines with exhaust cleaning systems EURO5 / 6, and four categories: E4, E6, E7, E9for diesel engines used in heavy equipment, two of which: E6, E9 are heavy vehicles equipped with DPF or CRT exhaust aftertreatment systems. ACEA A2 / B2 certification (for standard replacement interval -15000km) since 2008 is not valid
How to read ACEA classification: Example: ACEA A1 / B1, A5 / B5-oil classification A5 / B5 and can be used in engines where A1 / B1 is prescribed, but not vice versa; Example: ACEA C1, C2 is a C2 classification oil and can be used in engines where C1 is prescribed, but not vice versa.
Category A1 / B1- Oils for use in non-accelerated and unloaded, with reduced service intervals, gasoline and diesel engines of cars and light commercial vehicles, specially prepared for use on low-viscosity oils with low friction losses and HTHS from 2.6 MPa * s (for oils xW-20) and from 2.6 to 3.5 MPa * s (other viscosity classes SAE). Cannot be used on select engine models (read, car manufacturer approval required)
Category A3 / B3 - Stable oils for highly accelerated gasoline and diesel engines of passenger cars and light commercial vehicles for year-round use, standard and extended replacement intervals, under severe operating conditions (HTHS\u003e 3.5 bPa * s)
Category A3 / B4 - Special stable oils for high-powered gasoline and diesel engines of passenger cars and light commercial vehicles, with extended service intervals, equipped with direct fuel injection (D-ID). (HTHS\u003e 3.5 psa * s).They can be used where ACEA A3 / B3 category oils are recommended, but not vice versa.
Category A5 / B5 - Stable oils for highly accelerated gasoline and diesel engines of passenger cars and light commercial vehicles, with extended service intervals and specially prepared for operation on low-viscosity oils with low friction and HTHS losses from 2.9 to 3.5 MPa * s. Can not be used in individual engine models (read, approval by the automaker is required).
Category C, the so-called low-ash oils LowSAPs, is designed for engines specially designed or prepared for use on low-viscosity oils with low friction losses, HTHS from 2.9 MPa * s and low sulfate ash content, which ensures increased fuel economy and soot life DPF filters and TWC catalysts.
Category C was introduced in 2004 to prevent the EU countries from switching to emission standards of EURO 5 from 2009, which required 8 times lower levels of particulate matter and soot-PM in the exhaust and, as a result, the use of a particulate filter of the catalytic type - cDPF, ccDPF . The long-term performance of DPF is ensured by the low content in the exhaust of sulfate ash (Sulphated Ash), phosphorus (Phosphorus) and sulfur (Sulfur), as products of the combustion of fuel and engine oil.
Important! Category C low-ash engine oils must be used in conjunction with diesel and gasoline of at least EURO 5
The most relevant is the use of category C oils on direct injection internal combustion engines (the common rail fuel system is a feature), which are structurally working on a lean fuel mixture.
Diesel engine toxicity standards
Category C1 - Stable oils intended for use in gasoline and diesel engines of passenger cars and light commercial vehicles equipped with exhaust gas toxicity reduction systems, such as: DPF or TWC. Designed for engines specially prepared for operation on low-viscosity oils with low friction losses, HTHS from 2.9 MPa * s and low ash content LowSAPs. Extends the life of DPF and TWC and contributes to improved fuel economy. Caution: These oils meet the most stringent ash requirements (LowSAPs) and cannot be used on individual engine models (read, approval by the automaker is required).
Category C2 - Stable oils intended for use in gasoline and diesel engines of passenger cars and light commercial vehicles equipped with exhaust gas toxicity reduction systems, such as: DPF or TWC. Designed for engines specially prepared for operation on low-viscosity oils with low friction losses, HTHS from 2.9 MPa * s. and Medium Ash MedSAPs. Extends the life of DPF and TWC and contributes to improved fuel economy. Caution: These oils cannot be used in individual engine models (read, approval by the automaker is required).
Category C3- Stable oils intended for use in highly accelerated gasoline and diesel engines of passenger cars and light commercial vehicles equipped with exhaust gas toxicity reduction systems, such as: DPF or TWC. Designed for engines specially prepared for operation on low-viscosity oils with low friction losses, HTHS from 2.9 MPa * s. and Medium Ash MedSAPs. Extend the life of DPF and TWC. Caution: These oils cannot be used in individual engine models (read, approval by the automaker is required).
Category C4- Stable low-ash oils of the LowSAPs category, intended for use in highly accelerated gasoline and diesel engines of passenger cars and light commercial vehicles equipped with exhaust gas toxicity reduction systems, such as: DPF or TWC. Designed for engines specially prepared for operation on low-ash oils LowSAPs and HTHS from 3.5 MPa * s. Extend the life of DPF and TWC. Caution: These oils meet the most stringent ash requirements (LowSAPs) and cannot be used on individual engine models (read, approval by the automaker is required).
Low saps means low sulphated ash (Sulphated Ash), phosphorus (Phosphorus) and sulfur (Sulfur) compared to conventional lubricants
Mid saps means the average content of sulfate ash (Sulfated Ash), phosphorus (Phosphorus) and sulfur (Sulfur) compared to conventional lubricants
Oils of the ACEA classification class *: A1 \\ B1, A5 \\ B5, C1 and C2 are low viscosity and therefore formally refer to the so-called "fuel-efficient". For ACEA A1 \\ B1 oils; A5 \\ B5; C1 and C2 the effect of reducing fuel consumption relative to the reference oil viscosity SAE 15W40 is estimated as more than 2.5-3%.
For oils SAE XW30 ACEA A3 \\ .B4; C3; C4 The effect of reducing fuel consumption relative to the reference SAE 15W40 is estimated to be more than 1%.
The use of low-viscosity engine oil contributes to lower energy costs for pumping it through the lubrication system, as well as lower shear resistance between the friction surfaces, thereby providing more “easy” movement and rotation of engine parts and, as a result, reduction of fuel consumption by 1 km. and, as a direct consequence, greenhouse gas emissions of CO2 and toxic components of NOx, CO, CH, etc.
Automobile manufacturers in the matter of classifying the oils used proceed from the fulfillment of the toxicity standards declared for this car model, reduction of CO2 greenhouse gas emissions and ensuring the declared interservice mileage.
ACEA oils: A1 \\ B1 and C1are created on a mineral base and are mainly used on the North American market with a reduced -7,5t. mile interservice mileage. ACEA oils: A5 \\ B5, C2are created on a synthetic basis and therefore have significantly higher antifriction properties, extended drain intervals up to 30 t.km, high stability of physical and chemical characteristics than ACEA oils: A1 \\ B1 and C1. ACEA classification oils: A5 \\ B5 and C2 were specially created to solve the following problems: increasing the fuel economy of ICE, reducing CO2 and toxic components, extended replacement intervals within the framework of emission requirements of EURO 5 and 6. ACEA oils: A3 \\ B3, B4, C3, C4 are created on a synthetic or fully synthetic base and having a resource at the level of 30t.km have significantly higher antifriction properties, where HTHS is more than 3.5 in comparison with ACEA classification oils: A5 \\ B5 and C2, not to mention ACEA: A1 \\ B1 and C1. ACEA classification: A3 \\ B3, B4, C3, C4 is used to maintain a high ICE resource, in highly loaded engines, under severe conditions of car operation, primarily associated with the risk of high oil temperature and engine crankshaft.
Important! The characteristics of the internal combustion engine as fuel efficiency and wear, determined by both the structural characteristics of the internal combustion engine and the classification of the oil used, are directly opposite in terms of the high-temperature viscosity of the HTS. Choosing a low-viscosity oil especially for the traditional design, high-loaded, turbocharged ICEs, you can achieve lower fuel consumption in certain driving modes, but, in general, the operation of such engines on low-viscosity oils will lead to a disproportionate increase in the mechanical wear of the engine (primarily piston rings and connecting rod inserts) due to insufficient HTHS.
Constructive solutions of modern ICE on low-viscosity engine oils.
ACEA low viscosity motor oils: A1 \\ B1, A5 \\ B5, C1 and C2 are intended for engines specially designed or prepared for operation on low-viscosity oils with low friction losses, HTHS from 2.4 MPa * s. Such constructive solutions, in contrast to traditional internal combustion engine internal mixture formation, include: a smaller mass of steel alloy, CPG, and timing to reduce inertial loads and friction; the use of balancer shafts to reduce lateral inertial overloads in the CPG; reduced standardized design clearances in CPG and KShM; application of ball bearings in the timing cam bearings; multi-stage injection to reduce the load and noise of the CPG, the lack of a check valve in the oil line, and most importantly, the use of an electrically controlled variable displacement oil pump depending on the oil temperature, internal combustion engine temperature and its speed and torque (output power), to create optimal engine oil pressure for any engine load mode.
Heavy duty ICE
Many car owners do not know which driving conditions are considered “extreme” and in which cases the car’s engine is subjected to higher loads. Severe ICE operation modes are associated with increased temperature for a relatively long time on mating rubbing metal surfaces with a transition from liquid to boundary friction and destruction of the surface oxidizing film. High temperature destruction of the oxidation film on rubbing surfaces can be the beginning of a badass.
The harsh operating conditions of passenger AM include:
driving in the mountains or in bad road conditions on rough terrain
towing or driving with a trailer
using a car as a taxi
traffic prevalence
high, over 4-5 thousand, engine speed for a long time
sporty driving style or predominant use of the “sport” mode of transmission operation
hot and tropical climate
cold polar climate
short-run operation without oil heating
use of fuel lower than the manufacturer’s recommended octane / cetane number
engine boost tuning
slip
engine operation at low oil level in the crankcase
traffic jams
wake movement
Our driving habits lead to the fact that ICE and engine oil operate in extreme conditions and are subjected to increased loads. This explains why the choice of synthetic motor oil is the right choice for most drivers.
Engine oil selection
Which specification of engine oil according to SAE and ACEA is optimal for a particular engine, is specified by the car manufacturer in the manual for the car and market representation in the service book. If there is a disagreement on the motor oil of the automaker and the representation on the market, follow the indication of the representation in the service book. The car manufacturer cannot foresee the actual operating conditions of your AM, therefore, the manual for the engine always indicates the specification of engine oil for light operating conditions. Refer to the SAE viscosity grade indicated in the service booklet and the approval from the manufacturer. If there is no oil tolerance, then be guided by the class SAE and ACEA.
For severe vehicle operating conditions, it is recommendeduse gasoline with an actan number of 98, and diesel fuel with a cetane number of 51, fully synthetic SAE 0W XX oil of the same high-temperature viscosity or one grade higher, but no more than 40, use an “intermediate” oil change and mf. between TO every 10t.km.
Important! Underestimation of the high temperature viscosity of SAE engine oil compared to the requirements of the automaker is unacceptable, rather than overestimating it by one step in the class.
