Hello my most resistant readers and fans of yoga for the brain.
One of the most controversial parameters of the oil – ash content, i.e. how much oil and mineral salts. To make it clear – the ash content of the oil is like water hardness. What remains in the kettle after boiling the water from the tap? Right, plaque. The Deposit of carbonates. And oil – vaporizing at 600 deg. remain a handful of ash. The content of this ash percentage by mass, is ash.
There are pornogalerie oil with a reduced ash content–, medium - and low-ash.
Pornogalerie oil (High SAPS) have an ash content of >1-1,1% by weight
Low-ash oils (Low SAPS) have an ash content of 0.5% or less
Between them – renesaince (Mid SAPS) of 0.6-0.9 percent.
What kind of oil in front of us, can be understood by the tolerance, for example:
ACEA A1/B1, A3/B4, A5/B5 is paleosalinity.
ACEA C3 and C2 is srednjesolcev.
ACEA C1 and C4 is malopolski.
C1, C2, C3, C4 often generalize to the category of "malopolski".
Which is better – this look.
I have already raised this issue, but as you explore the question there is a new important nuances.
First, it is not entirely clear (like egg and chicken): low ash content appeared as a tribute to the ecology to the detriment of other properties or is a natural stage of development and enhancement oil formulas?
Second, Tyrnete on this subject a lot of verbiage to read which is interesting at first, but... end up completely useless, because there are 2 of the myth:
The First Myth.
The ash content reflects the content of additives, primarily detergents and anti-wear. The more – the better.
A Second Myth.
In engines with aluminum blocks need to pour only low-ash oil because the surface of the cylinder to increase the strength (Lumina soft!) has a particular coating that does not like sulphur and destroyed.
Myth # 2 was — I hope — debunked in the last part >>> here <<<.
Let's get Myth # 1: low-ash oil of lower additive package?
<<<>>><<<>>><<<>>>
Additives really are so many, but among them there are ZDDP and the calcium alkyl phosphate, which were invented few decades ago and survived (!).
ZDDP (sometimes in the literature it is found as ZDTP) is (inhale) zinc dialkyldithiophosphate. A unique substance, soluble in oil and used as anti-wear additive (AW аntiwear), antioxidant (antioxidant AO) and EP additive ( extreme pressure ultimate load). In General, there is a MYTH-universal, and it is additive-universal. ))
handsome ZDDP ))
ZDDP interacts with an oxide film of metal, made of engine parts and forms a sulphide of the metal in the form of the reception of the film –
Another mechanism of action – the destruction of the ZDDP molecules when the alkyl group R migrate from the oxygen to the sulfur atoms forming diallylsulfide, allylmercaptan and amorphous phosphates, which form a wear a "film". Moreover, the process is on the protrusions of the metal surface, at points of contact, thereby leveling the surface and as if "polishing".
The alkyl phosphate of calcium have basically "detergent" properties and is also known for a long time about them for example you can read in the book "recent advances of petrochemistry and oil refining" as much in 1968:
From the book "recent advances petrochemistry and refining" volume 7-8 (1968) ;)))
Now look at the test results and polnotelogo low ash oil, what will help us oil-club.ru:
It is clearly seen that the decrease in the ash content achieved due to lower ZDDP content of about 20% and calcium by more than two times.
No, to draw conclusions about what we are bred for the environment, and the problem of wear of the leaves on the second plan early!
The fact that, as in the case of the antibiotic penicillin, which is now used cephalosporins of the last generation and, for example, fluoroquinolones, additives based on metals gradually replaced by the so-called. ashless additives. And they invented quite a lot:
And now the question arises – how effective they are this time and how durable it is two in comparison with ZDDP?
The answer is already know him – no, not those who are debating on the forums, and those who are engaged in research in this area. In particular, one recent study published in the journal Tribology International No. 82 for the year 2015.
Again take a look at our heroes – ZDDP and ashless opponents:
The tests also included 4 types of oils:
Base + 100% ZDDP
Base + 80% ZDDP + 20% PFC
Base + 80% ZDDP + 20% SSC
Base + 80% ZDDP + 10% PFC 10% of SSC
I.e., the last three are oils with ashless additives PFC, SSC and a low content of ZDDP.
Tests were given two-level load – 54N and a higher load of 350N.
The tests showed that:
= the coefficient of friction is not significantly different, the ashless bit more stable:
= indicators of wear better in combination with ashless additives ZDDP:
jpg width=790 height=797 itemprop=contentUrl>
...however, electron microscopy is not all clear:
only ZDDP
Increase 4000х, load 54N and more rigid mode of 350N.
ZDDP + ashless SSC
ZDDP + ashless PFC
ZDDP + ashless PFC + SSC
...the least wear on the oil additive ZDDP+SSC, the other plus-minus a bast the same.
In General, the results of all the tests the conclusion is:
ie ...the best anti-wear properties of oils with a combination of ash and ashless additives. The fact that ZDDP forms a more heterogeneous protective film of ash-free and more homogeneous.
And now I give you the details of the experiments conducted in the labs of Castrol. There with the help of such a device —
pay attention — how could we not react to the Castrol, they have the best equipment of the lab, and this device is incomparably more difficult and smarter than what shows how to check engine temperature in its VIDOS, designed for illiterate crowd...
...within 2 hours studied the properties of the additives 1) ash-free only with phosphorus, 2) ashless phosphorus and sulfur 3) classics of the genre ZDDP ash
As you can see, ZDDP compared to ashless phosphates gives greater film thickness (120 nm) and does it faster, within a couple of minutes, while the ashless obrabatyvayutsya slower and create a protective layer with a thickness up to 80 nm. In this way it is a plus – the smaller the film thickness, the smaller dynamic viscosity, lower the coefficient of friction (although see above – the difference is negligible) and less fuel consumption.
And finally, another fact. I all things foreign you show, there is our opening. However, they relate to the oil on PAO:
(from the book on tribology Leslie R. Rudnick)
It says something about that in oils on a PAO is effective even small concentrations of additives and this is due to the rapid adsorption of the additives to the metal, because the molecules of PAO (non-polar!) interact weakly with each other and do not interfere with the particles of additives to overcome the way of the strata of oil to the working surface of the metal.
Thus, the science really is. Everything you read is strictly scientific experimental data, not verbiage marketers.
And now another look at the sign:
Look similar to what we saw in scientific experiments, in Topeka used low-ash additive package is 80% ZDDP + 20% of ash-free. And there is no deception of their anti-wear and other properties of such a solution in something that is not inferior to 100% ZDDP, and in some ways superior.
For me personally, remains open only 1 question: how tenacious ashless additives?
And a second terminal plate: washing properties malosolenoj lower than panetolikos. But perhaps ash-free replacement of calcium is also not far off.
Therefore,
= if you copy the exact service interval is more than 10 thousand in intensive mode or 15 thousand in a normal,
= if spot test I saw this:
crenately Castrol Magnatec Professional OE 5w40 after driving 12 thousand divorces live cuttings look even worse.
= if you bought a car BU do not know what Lily's up to you
= if in the car there is no neutralization of the type DPF in diesel engines, a separate cumulative catalyst (usually second in the system) or systems with urea, then you need to change the oil on panselinos. in this three-way catalytic Converter gets along perfectly with him, in spite of marketing statements — of course, in the absence of Jora oil
If the same car new or with low mileage, it is a oil-change interval of 7-10 thousand km, if you always pour gasoline Euro-4, -5, if there is a neutralization system like this:
...you can use oil with low ash content.
The article was written in 2015, Especially for DRIVE2.RU
In the past © Lefravi
In the present © GorkyHaBkyc
Thank you! I read with interest all the parts. Endless pages on oil-club contain less useful and understandable information than your article.
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about the base I just mentioned here.
by the way %sulphur can be approximately the same at different bases.
about a viscosity index — at Topeka 175 (170 for analysis of oil-club), the SpecTec 169 (167 respectively), the difference is minimal, but the base of both gidrokrekinga. Ie all individually, there are oil pornogalerie on PAO, low ash and is just pure crack.
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just the proportion of the additives slightly less, they're just different.
ecology is important, IMHO not all the same what to breathe!
We don't live, we exist. Yes, a lot of people in the world lives more and more effect...
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so I have to do so many letters and wrote that not only disadvantages.
It is true that they had everything ready, and we Russian live one day.
there's something in these words, though taken out of context. by the way, the phrase is translated inaccurately and does not belong to Marx, if you're interested, find the book of Plackovica Triad (book of reflections on Karl Marx, Friedrich Engels and Marxism).
"The wealth of society is determined by the amount of free time of its citizens" Marx
Even Chapter 11 as a guide where some insights! And then all thought 10 chapters with explanations together do not collect...
Thank you. Yes, the topic is difficult, but such arguments in the Internet I have not seen, had to dig.
Question from the audience — www.oil-club.ru/forum/top...view__findpost__p__404074
I skimmed through it, the volume is huge, but overall the point is clear. the author clearly has a professional interest in the subject of oils, wish all servicemen were like that.
something specifically interested in?
I sit here, contemplate...
Everything seems logical and clear, well laid out everything on the shelves, even I understood!))))
The first is easily to find on the Internet, about the second slides in presentations, mostly about cracking
Do you have information on the so-called genealogical tree oil manufacturers what the company who owns (or is included in the syndicates) and on the basis of some technological processes is the production?
))
Yes, the science of the oils does not exist, there are chemistry and physics. in relation to lubricants the most important to know the physics of friction, therefore, afford such carelessness ))
"...a natural stage of development of tribology (the science of the oils?)." Science friction (correction), and so skillfully!
thank you for the information, now all learned, earlier sincerely believed that malopolski coined by marketers, solely for the more rapid wear mechanisms
Thank you so much and here you are.I really want to.The SAGA about esters.about Pau SMAU entertaining and accessible.in the theme topic.is completely ashless oil.our.CUPPER. the full esters base.in the December 2014 test oil it was( along with Totec Astra robot and PAO, crown oil Polytech at OSP PAG) on the forum oeul club's cupper oil right now to testasa on инфинитиFX-35 . almost 10 thousand km, I is the fact that evolution and revolution oil is, and we would touch this.and you are the most scientific pochvennyi melomaniac well enlighten us.waiting for your new thoughts.with respect
don't know where how to check engine temperature knows what is good or bad in the engine, it has the skill of mathematical modeling in tribology himself or it will climb? or lick as academic?
on the merits: the fact that ZDDP is a multifunctional additive and difficult to find film thickness, optimal for all functions. 120нм some middle ground, as described in the literature.
The balance between protection adornedwith and wear is achieved not only additives, but also as a basis
What I read in the Soviet literature:
"Too thick a film of dialkyldithiophosphate zinc bad falls on the hot vertical section of the cylinder also increases abrasive wear".
You need to consider the purpose of oil. A lot of ZDDP and ashless additives are needed in places where protection is required adornedwith loads (gearbox, Diffs, transfer case, axles, sporty engines), but will increase the wear (that we showed how to check engine temperature, while not specifying that the well showed oil on the mechanical device, it will show itself in the engine ).
The balance between protection adornedwith and wear it to aspire to the developers of sports oils for modern high-powered cars. In this respect, I think well have succeeded in oils Totec Astra Robot and Tatneft Synthetics
Well, che? You yourself referred to the web where it says that ash must be < or = 1.5. What I'm talking about.And again from a book where a similar situation 1.5 are allowed. By the way there is the same dexos 2 and мб229.51 restricts the ashes. If these tolerances are combined with the 504 that explains it all.
I can't say because I can watch only those which were tested. But in the majority of tests were not. The part of the oil analysis and on which the cans were 504 was malopolski.
You have the requirements for entering the 504? If there is a show.
not part, but all
watch need admission to official lists and official TDS (PDS), sites can write anything
in the Internet you can find a decent number of literature, once so interested in this topic
Reviewed a bunch of oils and this tolerance goes with the viscosity 0w-30 and 5w-30. It is very difficult to find tests on all oils with this tolerance. Yes, and the search is difficult in many places write that tolerance is, but in fact the canister is not present.
Example catalog.onliner.by/motor_oil/shell/ultraextra5w30
Analysis www.oil-club.ru/forum/top...ix-ultra-e-5w-30-svezhee/
Requirement for permit 504 says that the ash is allowed up to 1.5. Perhaps another permit with which it is combined smaller sets requirements for the ash. So for example, I don't know the requirements for the new 507.
It does not matter. In fact part of the oils (the ones with labs) with a tolerance of 504 was malopolski.
GorkyHaBkyc
of course, there are tolerances that can only be obtained with a low ash formulation. ACEA C3, BMW LL-04, VW 504, MB 229.51, etc
VW 504 is a low-ash? You must be confusing. There is ash 1.5 on admission, the same as vw501-505. But vw 505.01 ash max 0.8 which is almost 2 times lower.
No, I'm not about malosolenoj itself, namely, the anti-wear package. Standard SN specifies reducing the amount of ZDDP c 0.12 to 0.08, but in my opinion nothing speaks of the need to compensate for this fact by introducing an additional additive type PFC. The manufacturer can do to cut back on ZDDP and anti-wear anything more to add?
of course, there are tolerances that can only be obtained with a low ash formulation. ACEA C3, BMW LL-04, VW 504, MB 229.51, etc
One thing is clear: on what grounds can determine that the oil has these additional low-ash anti-wear additives? The standard, as I understand it, does not oblige them to mix. Tolerance VW 504 may serve as an indicator?
pornogalerie the oil motyul there?
I have written caniste ACEA A5/B5 is panselinos?
Trallivali
Very high quality material ! And plz tell me have panselinos LIQUI MOLY oil ?
optimal xingfu kind of like how panselinos at LM
uberwaffe
thanks for the reply, if no trouble you clarify about your engine:
1.sagevik and there was not in 2000.in. they appeared from 2004(at least on these engines)
2. the catalyst tries to cut have long
3. EGR is plugged tightly
4.aluminum cylinder head, BC I do not know-perhaps, too
5. mileage almost 400t., on synthetics 5V-40, 505.01 drive... eats it shorter. Before on the old machine to wriggle out of the situation of the Bay more viscous oil, and so could a couple of years to travel to a major overhaul, and now this tolerance prevents the ill-fated, I think either zddp additive to add to 505.01(5V-40 midsaps), or you can go for admission polnotely E7 truck in viscosity 10B-40. please advise, maybe someone else will be useful/
thank you
I read in a magazine about this tolerance 505.01. It differs only that there is ash 0.8 is necessary. If you have grease eating then you have a COP and filters exhaust will kill no matter what there is negligible grams of ash and oil. And as already wrote, the viscosity should increase in the second number as well, as this temperature viscosity.
uberwaffe
have been trying to determine the composition of these miracle oils 505.01, and that they are things that are not in 505.00 for example, but nobody knows. only after reading your Saga, the picture is beginning to emerge. and the main my purpose - to find a replacement for the admission 505.01(5B-40) other admission similar in properties to the other admission was the choice of viscosity higher than 40, 50-60 for example. and in 400tys engine 5V-40 does not roll, and one fuel pump go to the oil thicker, but they have no problems for admission, and NF requires admission. those who just pours polosenko 10B-40 in the PF motors are faced with the wear of Cams and hitrikov very often-know that the owners of these engines. how can we get out?
In my opinion, these tolerances are just to remove the competition. Pour all tolerances and have no idea what it is. Tolerance 505.01 505.00 differs from the others only by the fact that there are smaller halls. That is, the oil itself is in fact worse but ash is 0.2 grams less. I liked how Sergey Smirnov wrote that if you are destined choke (catalyst) that does not matter is it is distilled water or saline.
Yes, this viscosity do not. But why is she such a viscosity is needed there? For diesel with a low operating temperature and rotation speed. It is a question of common sense.
The difference from 505 50501 insignificant in grams hall. For the admission of 0.8 and is mainly 1.3. He's the oil that burns will cause more damage than those tiny grams of ash-catalyst. In addition, he wrote that it is not like the usr.
Besides the obvious thing is that if increased viscosity and will flow will be reduced to two grams of the ash will turn out the same when burned.
I am on Totek Astra Robot HR 5W-40 will go there is absolutely no tolerance the Vaga.
if puzzled search for oil uberwaffe, his question was about 505.01, which is not permitted viscosity above 40
Again in the requirements of the written admission viscosity 50-60 as possible about what and speech.
it is not issued, if I am not mistaken. tolerances he was API SJ, ACEA A3/B3, and the rest — "recommendations LM"
So what passport if you are interesting tests. There is a continuous marketing that cheating in fact. But it's not about the oil Molygen 5W-50 has a tolerance of 505 and on offsayte written. Erad Molly recommends ACEA A3 ; ACEA B3 ; API SJ ; API CF ; MB 229.1 ; VW 502 00 ; VW 505 00. And listed all the tolerances. In your opinion as this oil does not have tolerances or are they trying to hide the fact of non-compliance? Then show again, where specified in the permit requirements that the viscosity of 50-60 can not be. I refer to Aftonchemical specification handbook.
let the consultant get TDS and passport products. strip is for sellers and buyers...
Show analysis 4100 to understand that it's different. Just for 4200 found. Me the official, the consultant wrote that 4200 differs only in viscosity. In addition, the back of the canister there is a strip showing the same characteristics.
this is unofficial information, it is not necessary to duplicate it
from 4100 and 4200 different additive packages
The same 4100 and 4200 differs essentially only by the viscosity and written in the case 4200 that the alleged specially for VW. Liquimoly any tests on real engines does not hold, I talked with them. I wrote that the vendor gives the additives they add into the oil and so the oil gets the permit.
z3rg
Holiday. Additives made in accordance with the requirements of the permit so there will always be the same from LUKOIL that LIQUI Moly for example with the same tolerances. The base oil will be different only. I asked liquidated, for example, they do the oil test on the engines, it is assumed that the supplier of additives is made.
for example f-a.d-cd.net/240f29as-960.jpg
API SM and ACEA A3 real tolerances, the rest of the LM recommendation
have resource for those oils that say "match" or "LIQUI MOLY recommends this product additional for vehicles with the following specifications"
Holiday. Additives made in accordance with the requirements of the permit so there will always be the same from LUKOIL that LIQUI Moly for example with the same tolerances. The base oil will be different only. I asked liquidated, for example, they do the oil test on the engines, it is assumed that the supplier of additives is made.
GorkyHaBkyc
more frequent replacement
tolerances is a set of tests, not properties, they need more producers than consumers. manufacturers do not advertise it and say out loud the opposite. VAG will not go to the admission viscosities of 50 and above because of requirements for cost-effectiveness
It is also a set of properties. Check the requirements to VAG tolerances. It says how much must be ash, how anti-wear and so on.
And viscosity have a VAG there are 50 and 60 with a tolerance of 505. And then I think it's not economical and common sense. Diesel (low ash oil) with a low-speed and low temperature operation of the engine while revving petrol engines are the opposite. Hence most likely have the oil which is more viscous at high temperatures used. In diesel engines that need no oil with such viscosity. So just not profitable to make low-ash oil with such viscosity who will buy.
could you devote one Chapter of the oil additives? dismantle all the shelves and how much of what it contains, and how the small can match will?
more frequent replacement
tolerances is a set of tests, not properties, they need more producers than consumers. manufacturers do not advertise it and say out loud the opposite. VAG will not go to the admission viscosities of 50 and above because of requirements for cost-effectiveness
have been trying to determine the composition of these miracle oils 505.01, and that they are things that are not in 505.00 for example, but nobody knows. only after reading your Saga, the picture is beginning to emerge. and the main my purpose - to find a replacement for the admission 505.01(5B-40) other admission similar in properties to the other admission was the choice of viscosity higher than 40, 50-60 for example. and in 400tys engine 5V-40 does not roll, and one fuel pump go to the oil thicker, but they have no problems for admission, and NF requires admission. those who just pours polosenko 10B-40 in the PF motors are faced with the wear of Cams and hitrikov very often-know that the owners of these engines. how can we get out?
understand, measure compression and the amount of blow-by gases(and so it is seen that they rod from the filler neck as from the crater). please tell me the oil PENNASOL MID SAPS PD SAE 5W-40 — is there ashless additives ?
ZDDP will not provide any benefit
You need to understand if the engine holds pressure, check the air filter for presence of oil (compression MB and in the preservation of the compression rings), oil seals...
If your blood pressure is not, then a more viscous oil to anything. If so, you can go to the oil type Mobil 1 Extended Life 10w60
thanks for the reply, if no trouble you clarify about your engine:
1.sagevik and there was not in 2000.in. they appeared from 2004(at least on these engines)
2. the catalyst tries to cut have long
3. EGR is plugged tightly
4.aluminum cylinder head, BC I do not know-perhaps, too
5. mileage almost 400t., on synthetics 5V-40, 505.01 drive... eats it shorter. Before on the old machine to wriggle out of the situation of the Bay more viscous oil, and so could a couple of years to travel to a major overhaul, and now this tolerance prevents the ill-fated, I think either zddp additive to add to 505.01(5V-40 midsaps), or you can go for admission polnotely E7 truck in viscosity 10B-40. please advise, maybe someone else will be useful/
thank you
With pump-injector high wear, in particular, Cams and bearings, plus the presence of sagevik imposes its own requirements on the ash and therefore there is a tolerance 505.01. 10-40 you can try.
GorkyHaBkyc
Of course.
tell me, FV engines with pump-injector 2000. pennasol oil 10W-40 ACEA A3/B4, E7 fit? the fact that these engines are "complicated" clockwork, they have to permit special 505.01, but viscosity is always 5V-40, it midSAPS. and you can replace the above ? engine has 400tys. almost, band on synthetics and semi-synthetics can not simple say
thank you
Thank You, Evgeny! Just Great ! There are no words!
And then there is VW, BMW, and all sorts of bourgeois with them... There are people in Russia, there is!
Interesting article! One small correction, tribology is the science of friction, not oil. We at the University have been the subject of tribology. We studied friction and without liquid lubricants, i.e. when the grease served other alloy. And testing machines was similar. and maybe now is still there. At the bottom was a revolving platform, and from above coaxially at a regulated pressure pushed kind of piston. Generally it is a pity that everything is falling apart, so much interesting equipment there is, and it is idle. And smart people there, and money for research no. And who have money, those that have no desire to explore...
could you comment on the issue in connection with the oils?
as you know, synthetic is cool(it is believed), protection from wear, heat, etc., and mineral water all of the oil is not considered (say in the store that's for sure)
but why heavy duty (turbo)diesel engines of trucks, you can use mineral water 15B-40 with the desired tolerances? and the replacement interval above? for example, here it is
www.tnk-oil.ru/view.asp?r...newWin=1&apage=1&nm=73204
Everything is accessible and understandable, but the last recommendation just kills "drain the factory oil at 3 thousand miles" to pour panselinos oil, and then again to switch to low ash — to do that would be probably only those who have extra money and a lot of free time, especially that no good of it will not
you can search the descriptions of the patents, like this www.findpatent.ru/patent/256/2566744.html I have stopped reading the hard drive and not preserved some books and links
thank you for rating)
Thank you for your series of posts. It is interesting to read.
About molybdenum and boron modern oils did not understand, can advise where to read?
uberwaffe
again we come to the conclusion that the greatest divorce in the world it's not even the production of oil in the basement in the suburbs, and it is the recommendation of the manufacturers! they are designed for a lifetime of trouble-free engines for a couple of years, on the environment, and after that you can go away to the salon for a new car! I understand why no manufacturer recommends the use of additives, as well as sales of new cars, look to fall, when all the engines for a long time will go.
how, then, in that theory to put that on the next year the person became 21 years (I literally) and he needs to buy a car? that is, it is impossible to buy, but only with daddy to ride on one?
Yes if the car will be problematic as it can advise to buy to children.
Or have all cars and every day?
This whole industry is that way and lives are Not profitable to produce eternal machine less profit plus competitors on the heels of some Chinese Peeps are not expensive and angry That the harmony of price and quality not for the brand which will run as a Chinese car !Or less
again we come to the conclusion that the greatest divorce in the world it's not even the production of oil in the basement in the suburbs, and it is the recommendation of the manufacturers! they are designed for a lifetime of trouble-free engines for a couple of years, on the environment, and after that you can go away to the salon for a new car! I understand why no manufacturer recommends the use of additives, as well as sales of new cars, look to fall, when all the engines for a long time will go.
you can pour any. no problem. Or take the middle .medium ash. if in doubt about something .The main thing that in the parameters fit .I go with Nissan for Statoil. medium ash .And Nissan .I voosche not even know what it is.And the fact that it says that it's Belgian, I doubt that .And I doubt its podlinnosti at all
About the replacement period I have no questions: change every 250 m/h, passing in that time 5,000 km in 3 months. That remains the question at the election for engine oil TSI in terms of ash content: low ash or panselinos?
antonz560
Very educational))) now I am tormented by choice ash oil for your car (engine 1.4 TSI 140 HP direct injection): A3/B4 or C3? Kind of like panselinos the oil forms deposits on the intake valves, but more tenacious than low-ash and low-ash additives more modern. However, when my vegetable driving mode (urban 90%, average speed of 20 km/h), 250 engine hours rolls around 5,000 km Now I think do go to the oil change every 3 months. Nowhere couldn't find any clear clarification on this topic. Prompt please, what to choose: A3/B4 or C3?
low ash or medium ash must be changed after 250 m / HR to a maximum of 300 . For example your 20 km\h multiplied by 250 m. the hour is yours 5 000 km whichever comes first Moto hours or mileage .then me.
Just multiply your average speed on the clock oil service .Because low ash oil is not necessary to overdo .And the motor will thank you
Can't say where did the attribution of these deposits to the oil, but common sense and physico-chemical analyses of the deposits say definitely it is a result of abnormal combustion of the fuel-air mixture. In Nagar there are impurities of oxides of Fe and Al (clear where), but the reference Zn P CA is not met (there is an explanation). High-quality gasoline and tech. serviceability is more important
I probably not got it quite right. About vitality understand the ability of additives in the oil to retain combustion products and prevent their deposition on the workpiece. And about the present, just in low-ash oils less of sulfated ash, which, as I understand it, holds the whole Kaku, apparently there are other additives in any polnosbornyh less. But I'm no expert and probably wrong. But the question about the influence of the ash content of the oil deposits in intake in engines with direct injection for me, as probably for many, is not yet resolved. I would be very grateful if you enlighten me in this matter )))
antonz560
Very educational))) now I am tormented by choice ash oil for your car (engine 1.4 TSI 140 HP direct injection): A3/B4 or C3? Kind of like panselinos the oil forms deposits on the intake valves, but more tenacious than low-ash and low-ash additives more modern. However, when my vegetable driving mode (urban 90%, average speed of 20 km/h), 250 engine hours rolls around 5,000 km Now I think do go to the oil change every 3 months. Nowhere couldn't find any clear clarification on this topic. Prompt please, what to choose: A3/B4 or C3?
Anton, what do mean by "more robust" and "more modern"? C3 is also able to be dolgorouki, and A3 modern
5000 it I have 4 months out, but generally changes in the hours-long 250 this is not. And with the current regime assume that 250 hours is just over 3 months and accumulates.
Very educational))) now I am tormented by choice ash oil for your car (engine 1.4 TSI 140 HP direct injection): A3/B4 or C3? Kind of like panselinos the oil forms deposits on the intake valves, but more tenacious than low-ash and low-ash additives more modern. However, when my vegetable driving mode (urban 90%, average speed of 20 km/h), 250 engine hours rolls around 5,000 km Now I think do go to the oil change every 3 months. Nowhere couldn't find any clear clarification on this topic. Prompt please, what to choose: A3/B4 or C3?
Thank you, avidly read, good article on the topic of oils in TSI engines — it was too much screaming and bickering for this reason.
And that in addition to wear what else to "protect" oil? this test is the only one who follows the logic - measured, poured oil X, drive tests — dismantled-here's the result. why invent some garage tests and other stuff?
why should a consumer to look at the composition of the oil, if he is not an Amateur chemist, with which they are not 99% of drivers.
why you pay the money, and then are forced to understand - what I do is bought and why it's better than that?
around ordinary greases are created almost Church of Scientology.
people pour some "SUPROTEC" on the banks of which even the composition is not specified — you want to improve something.
the modern engine is most likely from the underlying producer of a resource dies, than chosen the "wrong" oil.
"No 1 oil manufacturer will not guarantee any 1 element of the system which he morovitsa their goods to "protect, improve, change" — why it does not bother anyone?" — why is paracetamol better as an illustration of this phrase?
Wear: this math is not good, because the more hours, the more the rate of wear.
About the fact that the producers of oil don't share test results — I agree it's wrong, and lack of information do not only generates a "smart molecules" and "smart bloggers"
Mezim — bad example. Rather, a good example would be paracetamol and antigripina and other "cold remedies".
"cheap oil is less resistant to physico-chemical properties and require more frequent replacement".
it's all nonsense to me for the ordinary! the consumer — who wants $ 100 to X and 200 dollars x2. I want to pay for specific! indicators which will provide the product.
here the Talmud Afton Chemical for 2015 about oils www.aftonchemical.com/Lis...pecification_Handbook.pdf
it describes the test oils on the Mercedes М271 the motor.
Test Conditions: Following a 20.5 hour break-in, the engine is run for 250 hours with alternating test conditions. The maximum oil temperature is 145ºC.
Test conditions: Engine is run for 250 hours with a break every 20.5 hours, with varying test conditions. Maximum oil temperature 145 ºC.
Max. Torque, Nm 240
Max. Power, kW 120
Coolant Outlet Temperature – coolant temperature, °C 95
Max. Oil temperature, °C 145
Measured parameters: Cam wear, piston ring wear, ring sticking, timing chain elongation, bore polishing, ring sticking.
Take some test results-specification No. 229.1 (page 142.)
Piston ring wear radial @ ring 1 / ring 2 (avg.) µm <= 5,0 / 12,0
Piston ring wear radial @ ring 1 / ring 2 (middle.) e.) µm <= 5,0 / 12,0
Piston ring wear axial @ ring 1 / groove 1 (avg.) µm <= 5,0 / 15,0
Piston ring wear axial @ ring 1 / groove 1 (avg.) e.) µm <=5,0 / 15,0
Conclusions and questions:
Is it that any! oil, which has been approved 229.1 meets these parameters.
worn piston rings, which must be <= 5 µm, or 0.005 mm for 250 hours. it turns out to wear 0.5 mm, we need to roll a 25, 000 hours, which at an average speed of 30 kilometers per hour will be 750 000 kilometers.
If the oil Producers can't give me a guarantee that purchasing expensive X oil I get LESS wear, which they could confirm even so, laboratory test — why should I buy their oil, if the manufacturer, in addition to marketing the husk cannot show the results Flooded with cheap oil, wear 5 µm, filled THEIR SUPER OIL 5 times more expensive — got 1 µm to 250 hours. or guaranteed more mileage without wear!
well, what else is there to say then? this seller owes me POTREBITEL show — see, I created 2A times more expensive - you get -20% less wear.
But for obvious marketing reasons, we get nonsense such as "intelligent molecules", the heating of oils in flasks, and so forth.
by Your logic, the manufacturer of Zantac needs to give a guarantee for the entire gastrointestinal tract...)
choose the cheapest of having a permit is fraught: Yes, it is "not worse than X", but the first who said that X is what we need? second, cheap oil less stable in physico-chemical properties and require more frequent replacement.
why is everyone trying to apply a scientific approach contrary to the approach of money in exchange for goods with guaranteed properties?
No 1 manufacturer of oil will not guarantee any 1 element of the system which he morovitsa their goods to "protect, improve, change" — why it does not bother anyone?
economically advantageous to pour the usual, standard oil (no better, no worse), and not to fool his head, but saved money to leave on the occasion of major repairs.
of the 10 oils, which are 1 and the same tolerance to choose the cheapest thing they have is equal to the measured admission characteristics: not worse than H.
The most expensive oil does not guarantee you any improvement in comparison with cheapest at the Y — why pay for something the seller is not willing to answer? marketing.
well, no 1 producer of oil will not make you a long-term deal - you JUST pour the oil - in exchange warranty on your engine, catalyst, etc. if this is not — what you pay him then?