There are many types of engine oils and choosing the right one can be difficult. But for a specific internal combustion engine, an automotive oil is required that meets the requirements of the automaker. We'll talk about the parameters that affect the classification below.

Classification

Difference by scope

The classification according to the scope stated above has 3 types (diesel, gasoline, turbocharged).

However, a recent trend has led to the emergence of a subset of proprietary oils. This is due to the mass production of turbocharged engines (gasoline, diesel).

This classification of engine oil distinguishes between compositions in which various additives are used. They create conditions for efficient operation of the oil on engines with a certain type of fuel. These additives prevent thickening and foaming of the oil composition in turbo engines. The corresponding indicator is indicated in the regulations of the international API standard (developed in 1947 by the American Petroleum Institute).

Two letters in Latin after the name of the standard indicate the oil for a particular type of motor:

• letter S ("Service") - gasoline engines;
• С ("Commercial") - diesel.

The second letter after the data is responsible for the presence of the turbine, and also indicates the period of time for the production of power units - the oil is intended for them.

Also in diesel oils there is a number 2 or 4, denoting a two / four-stroke engine.

Universal motor oil is used for gasoline and diesel - the classification in this situation has a double standard. Example: SF / CC, SG / CD and so on.

API Explanations (Gasoline)

Classification by aPI standard with a little explanation:

Gasoline car engines:

• SC - development of cars (engines) until 1964;
• SD - until 1964-68;
• SE - until 1969-72;
• SF - until 1973-88;
• SG - until 1989-94 (severe operating conditions);
• SH - up to 1995-96 (severe operating conditions);
• SJ - until 1997-2000 (modernized energy-saving properties);
• SL - until 2001-03 (long service life);
• SM - machines (motors) since 2004;
• SL +: enhanced resistance to oxidation.

Before pouring another brand of oil into the engine, you should know: the API indicator is used only incrementally. It is not recommended to change the class above two levels.

Example: SH engine oil was previously used, then the next brand will be SJ, because the oil composition of a higher class is enriched with all the additives of the previous one.

API Explanations (Diesel)

Classification for diesel power plants:

• CB - machines (motors) designed before 1961 (high sulfur concentration);
• CC - until 1983 (severe operating conditions);
• CD - before 1990 (fuel contains H2SO4 in a large number; harsh operating conditions);
• CE - before 1990 (turbocharged);
• CF - until / from 90, (turbocharging);
• CG-4 - to / from '94 (turbocharged);
• CH-4 - up to / from 98 years (high standards for the emission of harmful substances into the atmosphere; for the US market);
• CI-4 - machines (power units) with turbocharging, with an EGR valve;
• CI-4 + (plus) - identical to the previous one (+ adaptation to high US environmental standards).

Grouping by viscosity / temperature properties

At the moment, the international SAE type standard is widely used for most oil formulations. The SAE regulates the thickness of the oil, which affects the choice of engine oil.

Engine oil mainly has universal qualities: summer and winter operation. This type of oil (SAE standard) has a designation: number-Latin letter-number.

Example: oil composition 10W-40

W - adaptation to low temperatures (winter).

10 - extreme negative temperature at which the oil is guaranteed to retain all its properties in their original form.

40 - the maximum positive temperature, which guarantees the preservation of the beneficial properties of the oil composition.

These numbers are indications of viscosity: low / high temperature.

In the case of the oil intended for operation in the summer, there is a marking "SAE 30". The number is the designation of the maximum permissible temperature regime at which there is a guarantee of preservation of properties.

Viscosity (negative temperatures)

The temperature limits are as follows:

• 0W - engine oil is operated at low temperatures up to -35 degrees Celsius;
• 5W - up to -30o C;
• 10W - up to -25o C;
• 15W - up to -20o C;
• 20W - up to -15o C.

Viscosity (high temperatures)

The boundaries are as follows:

• 30 - use of oil up to + 25 / 30o C;
• 40 - up to + 40o C;
• 50 - up to + 50o C;
• 60 - over 50o C.

Conclusion: the lowest figure corresponds to liquid oil; the highest is thick. 10W-30 engine oil should be used when temperature conditions: -20 / + 25 degrees.

ACEA standard

This classification is common in Europe. The abbreviation stands for the name of the organizational structure of the European Association of Automobile Manufacturers. The standard was introduced in 1996.

ACEA stands for Euro-standards for physical and chemical research. However, from 01/03/1998 the classification was revised, as a result of which other norms were introduced, in force from 01/03/00. On this basis, the full name is ACEA-98.

The European standard has a strong similarity to the international one - API. However, ACEA is more demanding in a number of parameters:

• a gasoline / diesel engine is designated by letter symbols - A or B. Class A implies three degrees of use, class B - four;
• a truck (diesel power plant) and operating in harsh conditions is marked with the letter "E". Four degrees of application.

The numerical value following the letter indicates the requirements of the standard: higher numbers correspond to more stringent requirements.

Total: engine oil A3 / B3 of ACEA standard is similar in properties, parameters SL / CF (API). However, the European classification implies the use of special classes of oils. The reason is the mass production in the Old World of cars with small turbocharged engines, which are under high loads. In addition to the main function, such automotive oil compositions should also protect the internal combustion engine elements, as well as be with a minimum degree of viscosity in order to:

• reduction of power losses due to friction;
• improving environmental performance.

Based on this, engine oil type A5 / B5 (ACEA) is preferable for a number of parameters than SM / CI-4 (API).

Change in composition

The ACEA classification can undergo reforms based on a specific car brand... This is due to the various technologies used in their engines by European car manufacturers.

Therefore, for a certain type power unitdeveloped automotive manufacturer it is necessary to use more precise requirements that the classification provides.

Example: passenger cars with modern power plants (BMW, VW Group) are equipped with progressive electronic systems... They comply with the ACEA standard and require a special oil composition.

Segment freight transport (diesel power plant) has leaders in the form of Scania, MAN, Volvo - these machines also meet the standards and set the bar the best oils The class of elite cars is traditionally headed by Mercedes-Benz.

ISLAC standard

American car manufacturers, together with Japanese ones, have their own standard and classification - ISLAC. It is almost completely identical to the international API, so you can choose both.

Marking for gasoline engines:

• GL-2 (ISLAC) \u003d SJ (API);
• GL-3 (ISLAC) \u003d SL (API) respectively, and so on.

The JASO DX-1 group is allocated separately - these are Japanese cars with turbodiesel power plants that meet the ISLAC standard. This marking is also suitable for modern, high-emission, turbocharged engines.

GOST standards

The GOST classification was used in the USSR, as well as in the allied countries, where Soviet-style equipment was used. The standards cover viscosity / temperature properties, field of application. API classification within GOST is indicated by Russian letters. A specific letter is responsible for a specific class and type of power unit.

Likewise with SAE. But instead of the letter "W" (winter), the Russian "Z" is written.

We choose wisely

In order to correctly choose an engine oil, in addition to marking / temperature criteria for car operation, you need to adhere to additional criteria:

• for a new engine that has not worked out a quarter of the declared resource, it is necessary to choose 5W30 / 10W30 (SAE) oil;
• an engine with an average operating life (25-75%) is more loyal. For it, you can choose engine oil of the 15W40 / 5W30 / 10W30 type - winter operation. Universal operation: 5W40;
• spent resource - 75% or more. It is recommended to choose 15W40 / 20W40 (SAE) - summer. Winter operation: 5W40 / SAE 10W40 (SAE). Universal: 5W40 (SAE).

And remember: pour oil into the engine only from a trusted manufacturer - this way the engine will last a long time and will not cause trouble.

Together with the SAE oil viscosity classification, the API determines its applicability to a particular engine. You can read what the API itself is and what other classifications are there.
For most modern gasoline engines it is envisaged to use oil of the SL quality group if the engine was manufactured before 2004 or SM if after. In some places, if the year of manufacture is before 2001, oil of the SJ group is allowed.
The reference books say the following:
“SJ - Oils for engines produced in 1996-2001. They contain less environmentally harmful impurities than SH group oils and have energy-saving properties.
SL - Oils for engines manufactured since 2001. They have significantly improved detergent, antioxidant, antiwear and energy saving properties, reduced volatility and good compatibility with exhaust gas converters.
SM - Oils for engines manufactured since 2004. Oils of this category meet the increased requirements of the new generation engine manufacturers. Replace oils of groups SJ and SL ”.
There is a new SN oil, but little information about it yet. It is clear that oils of the SN group can be considered the best today. And they are able to replace everything that was produced before. That is, if SJ oil is allowed in the instructions for the car, then SN is suitable for it.
For comparison, the most common and demanded groups SL and SM were selected
So, what would you like to have from an ideal oil? First, it must lubricate the parts ideally and optimally, and in all engine operating modes. This means - to reduce friction as much as possible, thereby increasing power and reducing fuel consumption. Secondly, to minimize wear and tear, thereby extending the life of the motor. Thirdly, to serve as long as possible, reducing the cost of its replacement. Fourth, to reduce the environmental damage from the motor, in the civilized world, this point is considered very important.
It is good to have some kind of harmony in the price-quality ratio.

AGING OIL

There are several reasons and factors for oil aging. An oil is a complex combination of hydrocarbon compounds, with different additives and impurities, called an additive package. In the combustion chamber, the remaining after moving the piston to the bottom dead center the oil film absorbs all the power of the heat flow, which gradually changes the structure and composition of the oil. After all, only a small part of this film burns out, and the rest, overheated, with volatilized light hydrocarbons, oxidized by contact with oxygen at high temperatures, is washed off into the engine sump. There are not many of this modified oil during the cycle - the thickness of the films is micron, but there are a lot of cycles. There is no such heating in bearings, maximum, up to 180 degrees, but the pressures are very high, reaching 30 ... 40 MPa. It also changes the properties of the oil. In addition, it comes into contact with hot and corrosive blow-by gases in the oil pan.
The oil should wash the engine - it washes it, but at the same time it is saturated with dirt, both mechanical and organic. Some of them will sit in oil filter, but something will remain in the oil volume. And, besides, this triggers the detergent components, an important part of the additive package.
For modern "synthetics" resources are declared large - 20 ... 30 thousand kilometers.

Aged motor tests

The more oil is fed into the cylinders, the faster it ages. Thicker oil films on the cylinder walls mean that more oil is thermally affected per cycle. And its volume in the crankcase is constantly decreasing - due to the large waste. The increased pressure of crankcase gases and their higher temperature also increase the rate of oil oxidation. And the sharply increasing amount of deposits in the old motor requires more - detergent additives.
Therefore, it is logical to speed up oil testing on an artificially aged engine. A special engine was assembled for testing, with normal bearing clearances and sharply increased in the cylinder-piston group.

SL, SM

For testing, selected modern "synthetics", the same SAE, 5W40.
Now let's try to search for different oils by aPI classifications... It would be correct if all oils were of the same brand, but different groups by API. But this, alas, does not happen - the oil is more high Quality in all firms it simply displaces its predecessor. Therefore, you have to choose from what is. But, to increase the reliability of the results, two oils are included in each comparison group.
The first sample is Esso Ultron oil (1100 rubles per canister), which has a transitional quality class SJ / SL. The second is BP Visco 5000 oil (1070 rubles per canister). From the SM family - the French Motul X-Clean 8100 (2810 rubles per canister). As a couple, they took a completely new Dutch oil NGN Gold (1,030 rubles per canister).
After each test cycle, the motors were disassembled, measured, and parts were weighed to determine wear and contamination.
After that, tests were carried out on a motor assembled taking into account all clearance requirements, practically new, unworn, and well-run. It ran standard test cycles sequentially, first for all fresh oils, and then for those “killed” by the resource cycle. And already here they measured the power, fuel consumption, and environmental parameters.
The first test cycle - on fresh oils, did not reveal much difference in the engine response to the API group - everything remained within the measurement error.
And the second cycle, on used oils, put everything in its place. Synthetic oils of the SL group sharply decreased their characteristics in comparison with their fresh samples, while Motul and NGN Gold showed a decrease to a much lesser extent. The difference between oils of different categories was already much more noticeable - up to 6 ... 7% in fuel consumption, up to 10% in toxicity, and 2 ... 4% in power between the Esso-Visco and Motul-NGN groups. Moreover, the engine reacted more than others to the aging of BP Visco oil.
The test results are summarized in the table:

This is how the working high-temperature kinematic viscosity of oils of various API groups changes. First - reduction, this is the destruction of thickening additives. And then - growth. This is a consequence of the decomposition and changes in the properties of the base oil. The less pronounced this process, the longer the oil resource.

In terms of viscosity, all oils are clearly within the range prescribed by SAE grade 5W40. The viscosity indices are very high, typical for good "synthetics" ("viscosity index" is a parameter indirectly responsible for the cold start of the engine).
Look at the content of the active elements. This is a direct characteristic of the additive package. What is striking here is that their concentrations in the starting oils, that of the SL and SM groups, are very close. Indeed, the vast majority of manufacturers use almost the same additive packages - there are few of them in the world. But the base for all oils is different, and the difference in numbers.
Sulfur content. Sulfur compounds hit catalysts hard. It is always present in oil - both from base oil and is included in EP and antiwear additives. Motul X-Clean proved to be the leader in oil purity from sulfur, and NGN Gold was the “leader” at the other end. But there are no regulatory restrictions on this parameter, and experience suggests that most oils have it above 0.5 ... 0.6% sulfur content.
Alkaline number. For all oils, it is quite high - this is a sign of detergency. But SM oils, and Motul X-Clean, and NGN Gold, it is lower. The more stable base of SM oils requires fewer detergents to maintain the required engine cleanliness, and the excess alkali in the oil is harmful - it increases the corrosivity and reduces the life of the additives.
Analysis of the data obtained on used oils confirmed that, indeed, oils of the SM group are more stable. And this means - and their service life is longer.
Let's go back to the motor test data. Everything is confirmed by the results of "physical chemistry". Indeed, Motul X-Clean and NGN Gold gave a greater energy-saving effect - the engine, albeit a little, but became more economical, a little more powerful, and this effect persists and even increases with parallel operating time. But the main thing is that the deposits in the engine itself, and in the oil pan, and on the valve mechanism, and on the pistons (and this is the most important thing), these oils gave much less. And the wear of parts is also less, and significantly. And this is again confirmed by "physical chemistry" - see the content of wear products.
IS IT WORTH PAYING MORE? So, the bottom line. Do I need to overpay for modern oils SM? For those who have a direct indication of SM oils in the instructions, this question has an unambiguous answer. The rest have a choice.
Of course, SL class oils are also high quality, but SM really have certain "pluses". This is the best protection of the motor from wear, and less deposits in the motor, and a longer service life.
The specific figure after what mileage it is necessary to change oils of one and another class is a purely individual parameter that depends on both the brand of the engine and its technical conditionand the quality of the fuel used and the driving style. But according to estimates - good oils SM groups will give SL oils 30 ... 40 percent handicap in terms of resource.

Opening the engine and weighing the parts after testing each oil made it possible to assess their protective capabilities. SM oils are indeed more effective in reducing wear - this was confirmed by our experiment.

Table 1 PHYSICAL AND CHEMICAL INDICATORS OF SAMPLES OF ENGINE OILS

In the numerator, the indicators determined in the initial oil samples after the first test cycle (after 6 engine hours), in the denominator - in the final samples (after 120 engine hours)

AVERAGE ENGINE PERFORMANCE INDICATORS OBTAINED WHEN FUNCTIONING WITH VARIOUS ENGINE OILS

In the numerator, the indicators determined for fresh oil, in the denominator - for the final oil samples (after 120 hours)
Deterioration in indicators is highlighted in red, improvement in green, and change within the measurement error in blue.

The mass of deposits on the control weighing elements at the end of the test cycle

Deposits on the lateral surface of the piston are the most dangerous! They can lead to stuck rings - and hence the loss of compression and overheating of the piston. Completely killed mineral oils give approximately such deposits.

And such - oils of the SL group ...

And these are the SM groups. The difference is noticeable

There are also deposits in the crankcase after SL oils, their presence is inevitable

This is how the same crankcase looks after SM oil

The difference is not so noticeable on valve mechanisms, but it is also there .. This is after the oil of the SL group

It's after SM group oil

How long and efficiently, that is, economically, a car engine will operate depends largely on the applied engine oil, its classification according to SAE, API or ACEA. This is especially true in winter, when the engine starts in cold weather, and it takes much longer to warm up the unit.

How to help the engine of your favorite car last longer? Every motorist secretly hopes that someone very smart will invent a fabulous elixir of eternal youth. A few drops of which will ensure that everything inside the engine is sparkling clean, and the exhaust smells of violets. AT real life the role of such an elixir is assigned to motor oil.

But its service life is insultingly small, since the engine oil has to work in very difficult conditions, taking on the bulk of mechanical, temperature and aggressive chemical influences. It is no exaggeration to say that oil saves the engine at the cost of its life.

He gets especially bad from high temperatures. Suffice it to say that the temperature of the gases in the combustion chamber can reach 2500 degrees. In the area of \u200b\u200bthe first piston groove, it is also hot, about 300 degrees. The temperature of gases escaping into the crankcase during the stroke is 150-450 degrees in gasoline engines and 500-700 degrees in diesel engines.

Information about the engine oil, as indicated by the label on the canister.

The first and often decisive purchase, information about the oil, the buyer receives from the label glued to the canister. Having understood the inscriptions and designations, you can quite confidently choose the right oil. And for an ultra-modern, electronically stuffed injection engine, and for a long-established resource soviet car industry... The year of release of which was lost somewhere in the last century.

So, let's consider a specific label, as far as possible abstracting from the manufacturer and the product brand. First information you need: Fully Synthetic Motor Oil means the canister contains fully synthetic motor oil.

It will be appropriate to remind here that by origin, or depending on the type of base, lubricating oils are divided into mineral oils. Mineral, that is, petroleum raffinates obtained from heavy fractions of oil distillation products are used as the basis. And synthetic - their bases are prepared on the basis of synthetic hydrocarbons or oil hydrocracking products.

Synthetic oils, in contrast to mineral oils, have a better ability to maintain fluidity at low temperatures, minus 40-50 degrees and below, and at the same time withstand high operating temperatures without noticeable decomposition and evaporation. The intermediate group consists of the so-called semi-synthetic oils, which may include both mineral and synthetic substances.

Second required information: designation 5W-40 indicates that SAE - Society of Engineers automotive industry USA - classified this oil as an all-season oil in the operating temperature range from minus 30 degrees to +35 degrees. SAE has been classifying oils by viscosity for decades, and no one questions the conclusions of this international expert.

The most common SAE grades are 0W, 5W, 10W, 15W, 20W, 25W (winter) and 20, 30, 40, 50, 60 (summer). Combined, or all-season, oils have a double designation. For example 0W-40 or 15W-40. They must correspond in terms of low-temperature properties to the winter class W, and in terms of high-temperature properties to summer.

Third required information contained in the API SG / CD label. She informs that API - American Petroleum Institute divides motor oils into two main groups: S (Service) for gasoline engines and C (Commercial) for diesel engines road transport, road construction machinery and agricultural machinery.

In turn, these groups of oils are divided into quality classes, which, in fact, constitute a certain set of performance properties for motor oils of each class. These classes are designated by letters of the Latin alphabet. Moreover, the farther the letter is from its beginning, that is, from A, the higher the quality indicators of the oil - for example, SF, SG, SJ, SM, CC, CE, CF, etc. Additional numbers in class designations, for example, CF-2 , CF-4, CG-4 ,. informs about the applicability of this oil for 2-stroke or 4-stroke diesel engines.

Oils that can be used to lubricate both gasoline and diesel engines are called universal oils. They are designated by double marking, for example, SJ / CF, SH / CF and the like. On the label, these classes are separated by an oblique line (API SJ / CF-4). The first is the class of oil that is more preferable for the given product. That is, in the above case, the main purpose of the car oil is for gasoline engines, but at the same time the manufacturer allows its full use in diesel engines.

On the canister labels of many engine oils from well-known manufacturers (and not only), you can also see the abbreviation ACEA and the code, for example: A3 / B4-04. This code ACEA - the Association of European Automobile Manufacturers - designates engine oils for modern European car engines. In the example shown, for engines with direct fuel injection.

ACEA also divides oils into classes: A - for gasoline engines, B - for diesel engines of passenger cars, C - compatible with exhaust gas converters. E - for diesel engines of trucks. In terms of performance, oils of the newest class C are equivalent to universal oils of category A3 / B5-04. C1-04 and C2-04 oils have low viscosity and improved energy saving properties.

Certification of oils for compliance with ACEA requirements is carried out based on the results of laboratory and motor tests. Mainly in European-made engines. Test methods for fuels and oils are standardized by the CEC (Coordinating European Council) - European Coordination Council. Strict control has been established for strict observance of the rules for certification of oils.

The difference between the European and American systems for evaluating the performance properties of engine oils has developed historically. This is due to some difference in the design of the engines and their operating conditions.

The oil canister label may also contain an inscription confirming the approval of this oil for use in vehicles of the respective types and manufacturers. For example MB 229.1. This tolerance makes it possible to delve less into the classification of API and ACEA, but only requires the attention of the car owner, so that he does not forget to look into the operating manual of his vehicle.

Based on the materials of the automobile weekly "Autocentre". No. 44.2012.
Vladimir Yaroshenko.

The very essence of engine oil in the engine is to prevent overheating of moving parts and, as a result, premature wear. If the engine oil is selected correctly, the functions are fulfilled and its stable oil film does not allow excessive friction - the power unit will last a long time and without breakdowns.

It is accepted to consider operating temperature of the engine t ° about 90 degrees... But if you look at it, then this is the temperature of the antifreeze, and in the engine it can reach 150 degrees. It all depends on the type of engine and the driver's driving style.

One of the main conditions for stable operation of the power unit is the correct viscosity.

If the selection was correct, the engine oil is guaranteed to remain on the surface of the rubbing elements, regardless of its temperature.

The viscosity value is indicated most often in two numbers through W(eg 10 W 40 )

API classification for engine oils on the S scale

To indicate that the oil belongs to gasoline, it was customary to put the letter at the beginning of the class S (i.e Service). It is followed by letters in alphabetical order, which characterizes the relevance of the engine oil class .

the category was introduced in 2010. Motor oils have the lowest possible phosphorus content, which makes it possible to use the current emission filtration systems, as well as a high level of energy saving. Regardless of its high temperature fluidity, API SN can be classified as C2, C3 and C4 according to CEA guidelines.

API SM

oils of this category are distinguished by increased, compared to the previous classes, resistance to corrosion and oxidation. The API SM category is often found accompanied by ILSAC with energy saving properties. Oil may be used if one of the previous categories is recommended.

API SL

the category is valid to this day. Note that in the sequence of letters after the S in the categories, the letter K (i.e. SK) is missing. This was done deliberately due to the fact that one of the Korean oil trading organizations uses this combination of letters in their corporate name. API SL is superior in properties to the previous categories.

SJ API

this category is valid to this day. Agreed in 1996 Exceeds all previously accepted tolerances. Apply for passenger cars, jeeps, minibuses and light trucks. There is a possibility of certification according to the class of oils with energy saving properties EC.

API SH

oils of this class are oriented to gasoline engines produced after 1996. Today, the possibility of using this licensed category is possible, but subject to the addition of another API category (for example SH / EC). If the oil was classified as fuel saving, it was assigned an EC II approval.

API SG

focused on vehicles manufactured after 1989 Can be used in all vehicleah except for the heavily loaded. Has higher performance properties compared to the previous tolerance. Excellent protection against deposits in high temperature environments. This category is considered obsolete today. Leaded petrol is allowed.

API SF

an outdated class, which implies car models created after 1988, more or less viable antioxidant, anti-corrosion and extreme pressure additives have already been used. Added detergent properties. Fuel is leaded gasoline.

API SE

obsolete class, created for high-powered engines developed (from 1972 - 80)

API SD

outdated class, designed for loaded forced vehicles (from 1968 - 71)

API SC

obsolete class, developed (from 1964 - 67) for loaded vehicles of that time.

API SB

the use of such oil can only be found subject to the requirements of the automaker. It is used in light-duty vehicles.

API SA

tolerance implies the ability to use fuel with a low sulfur content in unloaded engines of light vehicles

Engine oils are called engine oils... The requirements for the quality and are determined by the specifics of the work and the design of the internal combustion engine. The oils work in a very difficult conditions - high temperature and pressure.

The temperature in the combustion chamber reaches 3000 ° C, the temperature of gases breaking through into the crankcase during the compression stroke in diesel engines can reach 500-700 ° C. Thus, for normal lubrication of rubbing engine parts temperature Range The operation of engine oils must be very broad. In addition, the oil must be fluid in order to seal gaps in the mating parts, have viscosity-temperature, protective, detergent, antioxidant, lubricating and anti-corrosion properties.

Engine oils can be categorized according to the following criteria:

• manufacturing technologies: mineral, semi-synthetic and synthetic;
• viscosities: winter, summer, all-season, low-viscosity and thick;
• purpose: gasoline, diesel, universal, high- and low-quality.

There is no uniform classification of oils.

Car manufacturers different countries are guided by their classification.

API classification

The American classification of motor oils was developed by API (American Petroleum Institute) in cooperation with ASTM (American Society for Testing and Materials) and SAE (Society of Automobile Engineers). It sets the limits of various parameters (such as piston cleanliness, piston ring coking, etc.) using various test motors.

AR classificationI divides motor oils into two categories:

S - for gasoline engines - SE, SF, SG, SH, SJ and SL;

FROM - for diesel engines - CC, CD, CE, CF, CG, CH and CI.

The marking consists of two letters, the first indicates the category of oil, the second indicates the level of performance.

SE- class of oils for gasoline engines 1972-1980.

SF - detergent and antiwear properties of oils of this class are higher than oils of SE class. This class meets the requirements for 1981-1988 engines. release.

SG - oils of this class are characterized by increased detergent and antiwear properties, extend the life of the engine. Meets the requirements of most engine manufacturers since 1989.

SH - the class was introduced in 1993, it sets the same indicators as 80, but the test methodology is more demanding.

SJ - the class appeared in 1996, developed in accordance with more stringent requirements for harmful emissions into the atmosphere.

SL - the class of oils was introduced in 2001. It addresses three main requirements: improved fuel efficiency, increased requirements for the protection of components that reduce harmful emissions, and increased oil life. Tighter test requirements compared to SJ.

Engine oils for diesel engines

SS - class of oils for diesel engines with and without turbocharging operating at moderate loads.

FROMD - class of oils for high-speed diesel engines with turbocharging and high power density, operating at high speeds and at high pressures and requiring increased antiwear properties and prevention of carbon deposits.

CE - class of oils for forced diesel engines with strong turbocharging operating under extremely high loads.

FROMF - class of oils for diesel engines with a prechamber used in passenger cars.

FROMF-4 - improved class of oils, replacing the CE class.

FROMF-2 - this class of oils basically coincides with the previous class CF-4, but oils of this class are intended for two-stroke diesel engines.

FROMG-4 - a class of oils designed for American heavy-duty diesel engines.

CH-4 is a class of oils for diesel engines of heavy vehicles that meets the emission standard established in 1998. The class assumes that the engine runs on low sulfur fuel.

FROMI-4 - new class oils for diesel engines operating under severe conditions in high-speed four-stroke diesel engines meeting the 2004 emission standards. By operational characteristics surpasses the oils АИСН-4, СG-4 and СF-4.

ACEA classification

European classification operational properties ACEA makes higher demands on oils in comparison with the API classification. ACEA is close to the vehicle fleet and operating conditions typical of the European zone.

The classification divides oils into three categories:

AND- gasoline engines (A1, A2, AZ and A5);

AT - diesel engines of low power installed on light and trucks low power (B1, B2, VZ, B4 and B5);

E- diesel engines for heavy vehicles (E1, E2, EZ, E4, E5 and

The number after the letter indicates the level of requirements. The larger the number, the higher the requirements. Exceptions are levels A1 and B1, which refer to oils with low viscosity, the so-called "fuel-saving". Class B4 basically coincides with class B2, but supplemented by tests on engines with direct fuel injection.

SSMS classification

The CCMS classification was introduced by European car manufacturers.

In 1996, it was officially replaced by the ACEA classification. However, the CCMS classification still exists in the manuals for the operation of old cars and in the recommendations for the use of oils.

The CCMC classification divides oils into three categories:

• for gasoline engines (category G);
• for diesel engines of small cars (category РD);
• for heavily loaded diesel engines (category D).

ILSAC classification system

American Automobile Manufacturers Association AAMA and Japan Automobile Manufacturers Association JAMA jointly created the International Lubricant Standardization and Approval Committee (ILSAC).

On behalf of this committee, quality standards for oils for gasoline engines of passenger cars are issued: ILSAC GF-1, ILSAC GF-2, ILSAC GF-3.

The new classes GF-3 and API SL differ from the previous ones (GF-2 and API SJ) by significantly better antioxidant and antiwear properties, as well as less volatility. The requirements for both classes are largely the same, but the GF-3 is necessarily energy efficient.

Global DHD classification

Since February 2001, the Global Global DHD-1 specification came into effect, which combined the specifications of ACEA E5, JASO DX-1 and API CH-4. It defines the basic requirements for engine oils for heavy duty vehicles (over 3.9 tonnes) with diesel engines manufactured since 1998 and meeting the new requirements for exhaust gas emissions.

Thus, this specification takes into account all the requirements of European, American and Japanese heavy diesel engine manufacturers.

This specification requires oils with a high base number (TBN) and a high-tech additive package.

In 2005, the Global DHD -2 specification is planned, when SCR (Selective Catalytic Red) catalysts will be installed on heavy duty vehicles. Oils meeting this specification must meet the EVRO IV and EVRO V emission standards (2008).

Global DLD classification

The new Global DLD specifications are jointly developed by the Association of European Automobile Manufacturers (ACEA), the United States Engine Manufacturers Association (EMA) and the Japan Automobile Manufacturers Association ( JAMA). They came into force on January 1, 2001 and represent the specifications for motor oils for high-speed four-stroke diesel engines of passenger cars and light commercial trucks (up to 3.9 tons). Global DLD specifications meet the requirements of both new engine designs with stringent exhaust emission standards as well as older vehicles manufactured anywhere in the world. Global DLD specifications include three categories - DLD-1, DLD-2 and DLD-3.

The performance of DLD-1 engine oils must meet essential requirements, including anti-corrosive properties, which make them suitable for the World Wide Fuel Charter Category markets.

Engine oils are specified to meet the upper level of performance plus fuel economy requirements.

DLD-3 oils must provide the highest level of performance.

Classification of oils for two-stroke engines

The level of requirements for oils for two-stroke engines is determined by the API classification, which is based on laboratory tests and engine tests. Oils for two-stroke engines are divided into four API classes.

Note... The API-TA and API-TV levels are not the same and are not interchangeable.

JASO classification

Classification of Japanese manufacturers for two-stroke engines. Particular attention in the list of requirements is paid to the reduction of smoke generation. According to the level of requirements, oils are divided into three categories: FA, FB and FС.

Requirements rise from left to right - from A to C.

As a rule, during the warranty period, an oil change is performed at a service station using oils approved by the car manufacturer. If the warranty period has already expired, then the problem of competent choosing the right brand of oil... And there is plenty to choose from - store shelves are filled with a variety of products from various manufacturers.

Remember, do not fill the engine with oil if its viscosity does not meet the requirements of the engine operating instructions!

• oils can be mineral, synthetic and semi-synthetic, intended for operation in a gasoline or diesel engine;
• preference should be given to those oils that are recommended for this car manufacturer;
• you should choose according to the SAE viscosity class, the ACEA quality class (CCMC) or API;
• foreign oils are not recommended to be mixed with domestic ones, since the operational properties and stability of such mixtures are usually not known;
• before using another oil, the lubrication system must be flushed;
• foreign oils can be used in domestic equipment only if there is a certificate or other document confirming the compliance of this oil batch with the requirements of company specifications in all respects;
• if there is a desire to pour synthetic oil instead of mineral oil into the engine, do not rush to do this without consulting a specialist, since the composition of synthetic oils may contain substances that are poorly compatible with the materials used in the manufacture of car parts (this is especially true for domestically produced cars).

How to switch from one brand of engine oil to another?

If the engine previously used quality oil leading companies, the drain intervals have not been violated, there are no significant deposits in the engine, then the transition to the use of another brand of oil is carried out in accordance with the usual recommendations for changing the oil.

In cases where the brand of oil poured into the engine is unknown, if the mileage of the car after the last change has not been determined and there are significant deposits on the internal surfaces of the engine, it is necessary to perform flushingengine.

Replacing mineral oil with synthetic oil is not always justified and is not recommended in the following cases:

• in the presence of significant deposits on the internal surfaces of the engine. After replacement, the synthetic oil will intensively wash away deposits and they can clog the oil receiver. The lubrication system will fail and, as a result, the engine will fail;
• if seals (oil seals, oil scraper caps, etc.) have lost their elasticity, have microcracks. They will not be able to seal the docking parts, oil leaks will appear;
• using synthetic oils on old, worn out engines is a waste of money.