Base oils of groups 2 and 3. Basic principles of motor oils. Types and manufacturers. Ester motor oil: white on black

MOTOR OILS

Assortment Liqui Moly includes all three groups of high-quality oils.

Liqui Moly GmbH has its own production base. The company owns the oldest lubricants production plant in Germany - the Meguin plant (opened in 1847) in the city of Saarlouis. It is also building its own oil terminal there. The plant's capacity is more than 350 tons of high-quality oils per day.

A new plant is preparing to open in the city of Rostock. The production of auto 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 origins) and a “package” (set) of additives. For each type of oil, the mixing technology is strictly individual and strictly followed. This is the key to the quality of the finished product!

The development of technology for the production of various oils and strict control over its compliance are carried out by employees of the Liqui Moly laboratory. Monitoring of production processes and, if necessary, their adjustments are carried out through a combined automated system. The plant's production and laboratory 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 using an IR spectrum, strictly individual for each type of oil. After quality control, a batch of oil enters the bottling line, and a selected oil sample remains in the laboratory for storage for two years as a control sample.

After the filling machine, the canisters are automatically labeled, weighed on scales and passed through inkjet printer, which marks the canisters with the batch number and date of manufacture of the oil. The process completely eliminates the entry of foreign objects into the oil, as well as underweight or overweight of the contents. Further placement of canisters into cardboard boxes is done manually.

The plant's staff is small - only 150 people, including a laboratory and a warehouse, working in three shifts. All precise or labor-intensive processes are fully automated.

The most important competitive advantage of products manufactured under the Liqui Moly brand is the presence of our own production base, strict control in accordance with German traditions (!) of product quality throughout the entire technological chain, careful selection of raw materials and, of course, our own innovative development of various anti-friction components for the package additives

Base oils are raw materials and the main component of commercial oils. Mineral (petroleum), synthetic, HC-synthetic oils, as well as mixtures thereof, are used as base oils in the production of lubricants. Vegetable oils are also used for special purposes. Base oils become commercially available after mixing with additive packages that improve their properties.

The most important characteristic of a 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 quality oils

BASE OIL CLASSES BY API

GROUP 1– mineral, contains less than 90% saturated hydrocarbons and 0.03% sulfur, has a viscosity index from 80 to 120 (usually

GROUP 2– mineral, contains at least 90% saturated hydrocarbons and less than 0.03% sulfur, has a viscosity index from 80 to 120 (usually 95)

GROUP 3– contains at least 90% saturated hydrocarbons and less than 0.03% sulfur, has a viscosity index of more than 120 (usually 140-150) (NS-synthetic, cracking, hydrosynthetic, technosynthesis, Syntetishblend, MS-synthesis)

GROUP 4– synthetic polyalphaolefins (viscosity index 130)

GROUP 5– synthetic base oils other types not included in groups 1-4 (alcohols and esters)

MINERAL BASE OILS (MINERALISCHE OIL)

High-quality mineral base oil is a reliable basis for the production of modern lubricants. Such base oils have stable properties, in particular, high solubility of additives, which ensures their effectiveness. They also have good lubricating properties, which in turn provides hydrodynamic lubrication over a wide range of operating temperatures.

However, it is difficult, and sometimes even impossible, to develop a lubricant based on mineral oil that has high performance characteristics at both very low and very high temperatures.

PARTLY SYNTHETIC AND SEMI-SYNTHETIC OILS

(TEILESYNTETISCHES)

The low-temperature properties of mineral oils can be improved by introducing a certain amount (up to 30%) of synthetics. In this way it is possible to produce inexpensive, but with good fluidity at low temperatures, multi-grade SAE 5W-XX oils, which are difficult or impossible to produce using only mineral oil.

SYNTHETIC OILS (VOLLSYNTETISCHES)

Even better lubricant performance can be achieved through the use of synthetic base oils. However, the use of synthetic base oil itself does not always guarantee 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 “same” synthetic oils.

Synthetic oils can additionally provide:

• Excellent properties at low temperatures, including easy engine starting and reliable lubrication during cold starts.
• Excellent functional properties at high temperatures, in particular stability against oxidation, low volatility and oil consumption.
• Excellent cleaning properties and minimization of deposits.
• Increased oil change intervals and reduced fuel consumption.

NS-SYNTHETIC BASE OILS

Hydrocracking is one of the most promising methods for improving oil properties. During hydrocracking, a series of chemical reactions occur, as a result of which sulfur, nitrogen compounds and other substances that reduce the performance characteristics of the oil are removed. These processes improve the molecular structure of mineral oil, increase resistance to mechanical, thermal and chemical influences, and also increase the stability of oil properties throughout the entire service life. It is the processing of base oils using the catalytic hydrocracking method that makes it possible 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 grades of base oils available on the market are used. This is one of the company’s competitive advantages over 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 properties of the final lubricant that is necessary for modern engines and mechanisms. For this purpose, additives are used to improve the properties of base oils. Therefore, there are no commercial oils without additives. However, it is also necessary to understand that even the best additives are not able to transform low-grade base oils into high-quality lubricants.

ANTIOXIDATING ADDITIVES. These additives serve to extend the life of commercial oil. The process of oil oxidation is of an increasing, avalanche-like nature, in which foreign inclusions present in the oil only further accelerate the process of further oxidation. In this case, the wear products of metal friction pairs can directly act as an oxidation catalyst. Antioxidant additives inhibit the oxidation process and block the catalytic effect of metal inclusions.

DETERGENT AND DISPERSING ADDITIVES. They protect engine parts from contamination and maintain insoluble contaminants in a dispersed state (in the form of small suspended particles in the oil). "Suspended" particles are collected oil filter and do not harm the engine.

ANTI-CORROSIVE ADDITIVES. Provides the formation of a film on metal surfaces that prevents corrosion.

ANTI-WEAR ADDITIVES. A super-strong protective film is formed on the lubricated surfaces, preventing direct contact of metal surfaces in friction units and their wear.

ANTIPRESSURE ADDITIVES (EP - extreme pressure). Form a protective film that effectively prevents scuffing. Anti-wear and extreme pressure additives reduce friction and wear.

ANTI-FOAM ADDITIVES. Prevents the formation of persistent foam by reducing the surface tension of the oil.

DEPRESSOR ADDITIVES, reducing the pour point. Ensure reliable engine starting at low temperatures, preventing the coalescence of paraffin and other crystals. Used only in mineral and hydrocracked oils.

THICKENER, improving the viscosity index (VI). They slow down the dilution of oil with increasing temperature by increasing the volume of high-molecular polymers of which they are composed. When the temperature increases, their volume increases, and when the temperature decreases, it decreases. To one degree or another, thickeners are used in all modern oils. The service life of the oil largely depends on the correct selection of thickeners and their quantity.

FUNCTIONS OF ENGINE OIL

The service characteristics of oils in 99% of cases depend on the effectiveness of the additive package used. As already noted, additives are the strength of Liqui Moly, which determines the high quality and efficiency of the company’s oils.

The main functions of motor oils are:

1. LUBRICATION– formation of a lubricating film on rubbing parts.
2. REMOVAL OF CONTAMINATION– washing engine parts from wear and oxidation products.
3. NEUTRALIZATION OF OXIDES generated from fuel combustion.
4. SEALING GAPS between pistons, rings, cylinder wall.
5. CORROSION PROTECTION engine parts.
6. COOLING– heat removal from heated parts.

VISCOSITY(fluidity) is one of the most important characteristics influencing the choice of oil for a specific engine and for specific operating conditions. The oil must be thin enough at low temperatures to allow the engine to start properly. At the same time, the oil must be thick enough to effectively protect against wear of a warm engine. Viscosity can be kinematic, that is, it determines the actual fluidity of the oil and its ability to fill all 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.

Based on the dynamic viscosity, modern European oils are divided into two categories: full-viscosity, providing maximum engine protection (having a dynamic viscosity HTHS of more than 3.5 mPa/s) and low-viscosity (with an HTHS of 2.6-3.5 mPa/s for achieving fuel efficiency).

All currently existing motor and transmission oils are classified by viscosity to facilitate their selection for a specific engine or gearbox. The manufacturer indicates the required viscosity class in the technical documentation, and, accordingly, the supplier selects an oil of this class.

It is generally accepted to use the American SAE (Society of Automotive Engineers) classification.

VISCOSITY CLASSIFICATION SAE J300 (current edition 2001)

Motor oils are divided into 12 classes from 0W to 60. The letter W before the number means that the oil can be used at low temperatures (Winter). For these oils, in addition to the minimum viscosity at 100°C, the temperature limit for pumpability of the oil in cold conditions is additionally given.

The maximum pumpability 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 the engine can safely start.

For each SAE grade, the maximum viscosity at nominal temperature is given (see table). Most motor oils on the market today are all-season, meaning they are designed for year-round use in a wide temperature range.

ADDITIONAL OIL PARAMETERS

FLASH POINT. This parameter characterizes the oil consumption for waste: the higher the flash point, the lower the oil waste. 4-stroke engine oil vapors ignite at a certain temperature. According to GOST R, the temperature should be above 200°C. Liqui Moly oils have a flash point that significantly exceeds standard requirements and, accordingly, have minimal waste consumption. On the one hand, this ensures minimal oil consumption, on the other hand, it helps to maintain engine cleanliness, since less carbon deposits are formed.

VAPORABILITY. Oil losses due to evaporation are also a significant item of oil consumption due to waste. The quality of the base oil directly affects volatility. The lower the evaporation rate, the lower the waste consumption. For synthetic motorcycle oils and oils for high-speed cars, volatility does not exceed 6% by weight. For other automobile oils, it is considered normal if volatility does not exceed 15%.

BASE NUMBER (TBN). When fuel burns, oxides inevitably form that must be neutralized. To do this, the oil must have a certain reserve of alkalinity, standardized taking into account the purpose and region of use of lubricants. The most alkaline oils are recommended for use in regions with predominantly sulfur fuels, as well as for diesel truck engines. For “truck” oils, alkalinity can reach 15 mgKOH/g or more (KOH is the alkaline equivalent, potassium hydroxide), and for environmentally friendly passenger oils, alkalinity is limited to a maximum of 6 mgKOH/g. Average alkalinity values ​​typical for universal oils are about 9-10 mgKOH/g. The alkalinity value indirectly characterizes the cleaning properties (for universal-use oils). The Liqui Moly company produces oils with both limited alkalinity (Tor Tes series, Asia-America) and extremely alkaline oils for North Africa (Molymax series).

AMERICAN API CLASSIFICATION(American Petroleum Institute) is the most common, but by no means the most accurate or convenient.

The API classification of motor oils was developed by API jointly with ASTM (American Society for Testing and Materials) and SAE (Society of Automobile Engineers).

The API CLASSIFICATION DIVISIONS MOTOR OILS INTO TWO CATEGORIES:

S (SERVICE)– for gasoline engines passenger cars, minibuses and light trucks.

C (COMMERCIAL)– for diesel engines of commercial vehicles (trucks), industrial and agricultural tractors, road construction equipment.

MOTOR OILS FOR PETROL ENGINES

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.

S.J.. This class appeared in 1996. It meets more stringent requirements for harmful emissions into the atmosphere.

SL. A class of oils introduced in 2001. It meets three main requirements: increased fuel efficiency, increased requirements for the protection of components that reduce harmful emissions, and increased oil service life. The requirements for testing have been tightened compared to the SJ level.

S.M.. A class of oils introduced on November 30, 2004. Exceeds the requirements of class SL in terms of thermal-oxidative stability, cleaning properties (protection against carbon formation) and service life. Some oils are classified as energy-saving.

SN. A class of oils introduced on October 1, 2010. The main difference between API SN and previous API classifications is the limitation of phosphorus content for compatibility with modern systems neutralization of exhaust gases, as well as in comprehensive energy saving. Oils classified according to API SN approximately correspond to ACEA C, adjusted for high-temperature viscosity.

The requirements of API SN and ILSAC GF5 are quite similar, and low viscosity oils are likely to be classified together under these two classifications.

MOTOR OILS FOR DIESEL ENGINES

SS – CE classes are cancelled.

CF. Class of oils for diesel engines with a pre-chamber used in passenger cars.

CF-4. Improved class of oils, replacing CE class.

CF-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.

CG-4. A class of oils intended for American high-power diesel engines.

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

CI-4. A new class of oils used under severe conditions in high-speed four-stroke diesel engines that meet 2004 emission standards. In terms of performance characteristics, it surpasses API CH-4, CG-4 and CF-4 oils.

ACEA CLASSIFICATION

The European ACEA performance classification places higher demands on oils compared to the API classification. ACEA is more consistent with the vehicle fleet and operating conditions characteristic of the European zone, as well as Russian realities.

ACEA CLASSIFICATION DIVIDES PASSENGER OILS INTO FOUR CATEGORIES:

1. A1/B1-10 oils for gasoline and diesel engines designed for especially low-viscosity energy-saving oils 2.92. A3/B3-10 for the most heavily loaded (including supercharged) engines, for severe operating conditions or extended replacement intervals according to the manufacturer’s recommendation HTHS>3.5.

3. A3/B4-10 with direct fuel injection, Common Rail system or unit injectors of cars, minibuses and light trucks HTHS>3.5 for the most heavily loaded (including supercharged) engines, for severe operating conditions or extended replacement intervals according to the manufacturer's recommendation.

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 of gasoline engines or particulate filters of diesel engines are allocated to the ACEA C category. Such, for example, are Liqui Moly oils of the Top Tes series. The ACEA C oil class generally repeats classes 1, 2, 3, 4, with a corresponding limitation on ash content. Such classes are called Low SAPS (limitation of sulfur (S), ash (Ash), phosphorus (P) content), ACEA C1 and C2 have the most stringent SAPS restrictions, and C3 and C4 have softer Mid SAPS.

ACEA E CLASSIFICATION FOR TRUCKS

ACEA E2. Universal oil for naturally aspirated and turbocharged diesel truck engines, medium and heavily loaded with regular oil change intervals.

ACEA E4. High stability oil providing excellent piston cleanliness, reduced wear and control of soot formation. The oil is recommended for use in diesel engines high class, meeting the emission requirements of Euro-1, Euro-2, Euro-3 and Euro-4 and operating under severe conditions, such as significantly extended oil change intervals according to the manufacturer's recommendations.

ACEA E7. An oil of increased stability, ensuring clean pistons and preventing polishing of the cylinder walls, which further ensures excellent depreciation periods, absence of turbocharger deposits, soot control and oil stability. The oil is recommended for use in high-end diesel engines that meet Euro-1, Euro-2, Euro-3 and Euro-4 emission requirements and operate under severe conditions, such as significantly extended oil change intervals according to manufacturer 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. Also recommended for engines equipped with particulate filters in combination with low sulfur diesel fuel (maximum 50 ppm). An oil of increased stability that ensures piston cleanliness and prevents polishing of cylinder walls, which further ensures excellent depreciation periods, absence of turbocharger deposits, soot control and oil stability. The oil is recommended for use in high-end diesel engines that meet Euro-1, Euro-2, Euro-3 and Euro-4 emission requirements and for operation under severe 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 engines with exhaust gas recirculation equipped with SCR NOx reduction systems. However, manufacturers' recommendations may vary, so if in doubt, check 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 wear protection, have high resistance to soot contamination 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 operate in harsh conditions with extended replacement intervals (in accordance with manufacturers' recommendations). Can be used in engines with or without particulate filters and in most engines equipped with exhaust gas recirculation and nitrogen oxide reduction systems. Oils of this class are strongly recommended for engines equipped with particulate filters and designed to run on low-sulfur fuel.

ILSAC CLASSIFICATION SYSTEM

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

Under the auspices of this committee, quality standards for oils for gasoline engines of passenger cars are published: ILSAC GF-1, ILSAC GF-2, ILSAC GF-3, ILSAC GF-4, ILSAC GF-5.

• category ILSAC GF-1 (obsolete) – fully complied with the quality requirements of the API SH category; viscosities SAE 0W-XX, SAE 5W-XX, SAE 10W-XX; where XX – 30, 40,50, 60;
• category ILSAC GF-2 (obsolete) - adopted in 1996. It meets the quality requirements for the API SJ category, viscosity: in addition to GF-1 – SAE 0W-20, 5W-20;
• category ILSAC GF-3 - introduced in 2001. Basically corresponds to the new API SL category (PS 06), but with HTHS restrictions;
• category ILSAC GF-4. Oils of this class are energy-saving, they are compatible with exhaust gas aftertreatment systems and provide improved engine wear protection. They are Mid SAPS and generally correspond to the API SM category.
• New ILSAC GF5 classification. Applicable from October 1, 2010. Main differences from the previous GF4 classification:
  1. ability to work with alcohol-containing biofuel type E 85;
  2. improved protection against wear and corrosion;
  3. fuel efficiency achieved due to anti-friction components;
  4. improved compatibility with sealing materials;
  5. improved protection against black sludge.

Together with ILSAC GF5, the latest API-SN classification has been introduced.

JASO M355:2008 CLASSIFICATION SYSTEM (Asian Market) (Japan Automobile Standards Organization)

CLASS DH-1 was developed for diesel engines trucks and provides wear prevention, protection against corrosion and high temperatures, resistance to oxidation and soot formation. Oils meeting the DH-1 standard are designed to reduce piston ring wear, prevent the formation of high-temperature deposits, reduce foaming, oil consumption due to evaporation, reduce shear viscosity, deteriorate seal properties, etc. DH-1 oils are recommended for engines that meet previous exhaust emission requirements. Oils are also allowed when using diesel fuel with a sulfur content of more than 0.05%.

CLASS DH-2 developed for truck engines that are equipped with exhaust after-treatment devices such as diesel particulate filters (DPF) and catalysts in accordance with the latest emission requirements. Oils meeting this standard are highly compatible with DPF and diesel converters and at the same time meet the requirements for DH-1. DH-2 oils can be used in engines that meet previous exhaust emission requirements, subject to the replacement intervals prescribed by the vehicle manufacturer. Currently, Liqui Moly is the only company in Europe producing oil of this classification: Top Tec 4350.

CLASS DL-1 developed for passenger car engines that are equipped with exhaust gas after-treatment devices such as diesel particulate filters (DPF) and catalysts in accordance with new emission requirements. It should be noted that engine oil requirements differ for trucks/buses and passenger cars. Currently, Liqui Moly is the only company in Europe producing oil of this classification: Tor Tes 4500.

Oils DH-2 and DL-1 can be used without reducing the oil change interval only in those regions where diesel fuel with low sulfur content is used (sulfur content no more than 0.005%).

JASO CLASSIFICATION FOR 4-STROKE MOTORCYCLES

M.A.– oils for 4-T motorcycles with wet clutches, partially comply with API SG.

MA-2– oils for 4-T particularly powerful motorcycles with an oil bath clutch, partially comply with API SL.

M.B.– oils for 4-T motorcycles with dry clutches.

First in Europe, and later in the USA, personalized manufacturer approvals for lubricants began to be practiced. The automaker puts forward certain requirements for oils, based, as a rule, on international classifications with its own additions.

Additional requirements may be determined by design features or materials used. But in any case, automakers want to control the quality of oils poured into their vehicles. This is quite expensive for lubricant manufacturers, since to obtain approval it is necessary to undergo certain tests not only in greenhouse laboratory conditions, but also on units under real operating conditions.

For example, if we take AvtoVAZ’s approval, which applies to the entire model range, then Volkswagen’s approval is an order of magnitude more expensive and can only apply to one type of engine. Moreover, the GM Dexos™ license has a progressive cost scale, and each next year its possession is more expensive than the previous one.

The cost of approvals cannot but affect the cost of products from leading oil companies. However, obtaining approvals is not only a matter of prestige, but also a direct indication of the need to use an approved lubricant.

By 2010, all European automakers had formulated their requirements for motor oils. For more specific transmission oils and ATF, such requirements were formulated even earlier.

For the average consumer, using non-homologated oil is fraught with loss of warranty. Therefore, when going for a service and purchasing oil in retail network, you should not only ask whether the seller has a PCT certificate, but also take from him a copy of the corresponding manufacturer’s approval. Liqui Moly does not skimp on the homologation of its lubricants, obtaining or prolonging existing approvals in a timely manner. The company has all the necessary approvals for the successful sale of goods: both wholesale and in retail chains.

MANUFACTURER APPROVALS, GENERAL INFORMATION

BMW Spezialoil– “easy running” oils that effectively reduce 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 that comply with Euro-4 standards since 2004, including those with DPF 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 that comply with Euro 4 standards since 2004, including those with DPF particulate filters and vehicles with Assyst Plus System.

MV 229.5– oils for cars with Assyst Plus System (20,000 km). Reduced amount of harmful emissions.

MV 229.51– oils for gasoline and diesel engines since 2005, including those with DPF particulate filters and vehicles with Assyst Plus System.

Ford & Premier Automotive Group

WSS M2C 912A– oils for gasoline and diesel cars (excluding diesel Ford Galaxy with pump injectors, TDCI engines). Reduced high temperature viscosity, HTHS

WSS M2C 913A– oils for gasoline and diesel cars, including TDCI engines (excluding diesel Ford Galaxy with pump injectors). Reduced high temperature viscosity, HTHS

WSS M2C 917A– oils for diesel Ford Galaxy with pump injectors. Increased high temperature viscosity, HTHS>3.5 mPa/s. Similar to VW 505.01 approval.

WSS M2C 913C– oils for gasoline and diesel cars since 2010 with extended drain intervals, replacing the requirements of WSS M2C 913A\B. Reduced high temperature viscosity, HTHS

WSS M2C 934A– oils for gasoline and diesel engines that comply with Euro-4 standards, including those with DPF particulate filters. Low SAPS oil. Reduced high temperature viscosity, HTHS

WSS M2C 934B– special oils for the latest Land Rover & Jaguar engines (2.7L, 3.0 V6 MJ 2010), meeting Euro 5 standards, including those with DPF particulate filters. Low SAPS oil. Reduced high temperature viscosity, HTHS

Opel/General Motors

GM-LL-A-025– oils for gasoline engines with extended replacement intervals since 2002 (change every 30,000 km or every two years (Europe)).

GM-LL-B-025– oils for diesel engines with extended replacement intervals since 2002 (change every 30,000 km or every two years (Europe)).

GM dexos 1™– energy-saving oil for gasoline cars in the US and Canadian markets.

GM dexos 2™– resource-saving oil for all gasoline and diesel engines with diesel particulate filters (DPF) and with extended replacement 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 Porsche engines starting from 1994. Suitable for all classic 911, Cayman, Cayenne, Boxter and Panamera as well as Cayenne V6 without extended change intervals.

C30– technically repeats VW approvals 504 00 and 507 00 and is recommended, among others, for Cayenne Diesel with a 3.0 TDI engine equipped with a particulate filter and a V6 petrol engine with extended drain 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 specification requirements.

B71 2294– oils for all old engines. Meets the requirements of ACEA A3/B3 and A3/B4 specifications with additional Peugeot-Citroen tests, including SAE 10W-40 viscosity.

B71 2296– oils that meet the requirements of ACEA A3/B4 or A5/B5 specifications with additional tests of the Peugeot-Citroen concern, including SAE 5W-40 viscosity. For currently produced gasoline and diesel engines.

B71 2290 Mid SAPS– oils that meet the requirements of ACEA C2 and viscosity 5W-30 with additional tests of the Peugeot-Citroen concern. Updated for petrol and diesel models with particulate filters. Reduced high temperature viscosity, HTHS

RN0700– oils for gasoline engines without turbocharging, manufactured before 2008. Meets the requirements of 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 specification requirements with additional Renault tests.

RN0720 Low SAPS– oil that meets the requirements of ACEA C4 and with a viscosity of 5W-30 with additional tests by Renault. For 2.0 dCi diesels (M9R with particulate filter) from 11/2007 (with Renault Laguna 2008 model year). Recommended for all Renault engines with particulate filters and replacement intervals extended to 30,000 km (Europe).

Volkswagen Group (Volkswagen, Audi, SEAT, Skoda, Lamborgini)

VW 501 01– regular all-season oil. For gasoline engines and naturally aspirated 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 model year 2000, selection by WIN. High high temperature viscosity, HTHS>3.5 mPa/s.

VW 504 00– oils for gasoline engines since 1998, selection with or without WIN, since model year 2005 (replacement interval up to 30,000 km or every two years). Replaces requirements 502 00, 503 00, 503 01. Very high high-temperature viscosity, HTHS>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>3.5 mPa/s.

VW 505 01– oils for diesel engines with pump injectors and without a particulate filter. Standard replacement intervals are 15,000 km or once a year. High high temperature viscosity, HTHS>3.5 mPa/s. Analogue of Ford WSS M2C-917A.

VW 506 00– oils for diesel engines since 1998 without pump injectors and 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 injectors and without a particulate filter, selection according to WIN (replacement interval up to 50,000 km or every two years). Low high temperature viscosity, HTHS

VW 507 00– oils for diesel engines with particulate filter, from model year 2005, selection with or without WIN, from model year 2005 (replacement interval up to 50,000 km or every two years). Replaces requirements 505 00, 506 00, 506 01. Excludes R5 and V10 TDI engines with unit injectors manufactured before 6/2006. Very high high temperature viscosity, HTHS>3.5 mPa/s.

TECHNICAL DOCUMENTATION FOR OILS

1. Technical passport. Contains a description of the oil, its basic properties, recommendations for use and basic technical specifications. Provided by the manufacturer (Liqui Moly GmbH).

2. Safety Data Sheet (MSDS). Contains requirements for the safety of storage, transportation and use of the product, fire safety and disposal rules. The MSDS identifies the hazardous components of the product, if any. The document is considered mandatory for the countries of the European Union. Issued for each product package by a specially authorized organization in an approved form and in the language of the importer. Available to consumers upon request.

3. Declaration of conformity. Declares compliance of oils with GOST. Replaces the PCT certificate, which went out of use in 2010. 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 appendix to the main text.

4. Expert opinion. Replaces the Hygienic Conclusion, also canceled in 2010. Evidence of medical and environmental safety product. It is not a mandatory document for retail trade, but regulatory authorities may be interested in its availability. Issued by the Center for Sanitary Surveillance and Human Ecology or authorized organizations in the regions.

THE ENTIRE RANGE OF LIQUI MOLY OILS IS DIVIDED INTO THREE MAIN GROUPS:

1. Oils with increased anti-friction properties are Liqui Moly branded products.

2. Special oils intended for specific models cars from various automakers.

3. Universal oils.

LIQUI MOLY BRANDED PRODUCTS: OILS WITH INCREASED ANTI-FRICTION PROPERTIES

"Moligen" is the flagship of the Liqui Moly anti-friction oil line! 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. Unique technology and the use of an original additive package ensure an increase in anti-friction and anti-wear properties with increasing load. THE PROTECTIVE PROPERTIES OF THE OIL INCREASE AS THE LOAD ON THE ENGINE INCREASES! Moligen oils hold well in friction units, without draining from the contacting surfaces even during prolonged engine downtime. Thanks to this unique feature of the oil, engine wear during cold starts is significantly reduced. "Moligen" can withstand the highest loads and harsh operating conditions, while protecting and increasing engine life.

The Moligen series has an extended viscosity range, which allows these oils to be successfully used under very significant temperature and load changes.

The Moligen series is represented by two oils: 100% synthetic and semi-synthetic. These oils have an extended viscosity-temperature range, which allows them to be used 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 opportunities, i.e. “for any wallet”!

“Moligen” is a kind of “tuning” product that is actually capable of improving the technical and economic characteristics of the engine.

Moligen oils, compared to standard oils of similar viscosity, effectively reduce friction and engine wear and increase engine life. These oils have powerful aftereffect. That is, after replacing Moligen oil with standard motor oil its effect does not end immediately, but continues for up to 50,000 km. This occurs due to the formation of a hardened surface layer on interacting surfaces in friction units. This layer is exceptionally resistant to both wear and the effects of various flushes of the engine lubrication system.

Due to the smoothing of micro-irregularities and micro-roughness of Moligen surfaces provides a reduction in temperature in friction units, which in turn helps to significantly increase the service life of the oil itself and maintain the stability of its properties throughout the entire period between shifts.

"Moligen" adheres well to friction surfaces and does not drain into the sump, so when starting the engine, instant lubrication is immediately provided.

Reduces engine noise, the car becomes more comfortable to use.

Makes cold starts easier, including when the battery is “dead”, wear is sharply, significantly reduced when the engine warms up.

Maintains exceptional engine cleanliness.

Moligen oils initially designed for use of low-grade fuel, they are resistant to destruction and have a high resource.

Moligen oils were created specifically for protecting engines from wear and scuffing under the most severe operating conditions.

Sales channels: Mainly retail trade, especially hypermarkets. Small private services, mainly in the southern regions of Russia.

Potential consumers: motorists, auto mechanics and owners of small car repair shops who purchase motor oils to service vehicles operated in severe and extremely severe conditions.

Currently, 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, and the first 2 viscosity grades will be released in the Low SAPS version. In this case, completely new anti-friction components with unique properties will be used, ensuring not only an effective reduction in friction, but also maintaining the engine in perfect cleanliness. The color of the oil will become lighter, but will retain its intense green tint. Currently, samples of the new “Moligen”, under the working name “Molitek”, are being tested in Russia.

OILS WITH MOLYBDENUM DISULPHIDE

The company’s “calling card” is anti-friction oils with a molybdenum disulfide additive. This additive gave the company its name (liqui (abbr.) - liquid, moly (abbr.) - molybdenum). It was the unique properties of this compound, which is found in motor oil in the form of a suspension, that at one time allowed the company to successfully enter the world market.

One of the main problems in engine building is the wear of rubbing surfaces. Despite all efforts to make the surfaces of parts as smooth as possible in order to reduce friction to a minimum, micro-irregularities and micro-roughness still remain on the surface. However, these irregularities can be smoothed out due to the presence of a thin film of molybdenum disulfide (MoS2) on the friction surfaces, which can 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 wear of rubbing engine parts. Molybdenum disulfide is able to protect the engine even in case of oil starvation or water getting into the oil.

Scientific research and real motor tests have shown that molybdenum disulfide provides a reduction in oil and fuel consumption, as well as a reduction in wear by more than 50%! Due to its unique properties, molybdenum disulfide has become an indispensable component of many lubricant compositions. Thus, oils with molybdenum disulfide are used where loads are particularly high and there is a risk of oil film destruction and scuffing. High thermal-oxidative stability allows these oils to be used under extreme operating conditions. High resistance to aging and excellent cleaning properties help reduce the formation of various deposits and sludge inside the engine.

Oils with molybdenum disulfide are excellent for running in both new and refurbished vehicles. Molybdenum disulfide has also proven itself 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 auto mechanics.

All oils with molybdenum disulfide have successfully passed laboratory and motor tests, which allowed us to receive TUV CERTIFICATES - and this is more than a serious recommendation: confirmation of not only effectiveness, but also safety of use! Currently, Liqui Moly works closely with the independent laboratory APL in Landau.

Distribution channels: mainly retail, especially hypermarkets. Small private services, mainly in the southern regions, fleets operating GAZ or similar equipment. Potential consumers: motorists, auto mechanics and owners of small car services who purchase motor oils for servicing domestically produced cars, Chinese brands, used European and American cars, as well as for any cars after a major engine overhaul (for running-in, if they pass through viscosity) and for severe operating conditions.

Molybdenum disulfide is a silver-black powder that significantly reduces friction, wear, temperature in the friction zone, and engine noise. Added to motor oil in an amount of 0.8%.

Oils with molybdenum disulfide are used where loads are particularly high and there is a risk of the oil film being pressed through and the formation of scuffing. High thermal-oxidative stability allows these oils to be used under extreme operating conditions. High stability and excellent cleaning properties help reduce the formation of various deposits and sludge inside the engine.

Molybdenum disulfide oils effectively reduce engine friction and wear compared to standard products.

Extend engine life by at least 50%.

They reduce the temperature in friction units, which significantly increases the service life of the oil itself and allows you to maintain the service characteristics of the oil between shifts.

The noise level of the engine is reduced and the car becomes more comfortable to use.

Cold starts are made easier, including when the battery is dead, and wear and tear when the engine warms up is dramatically reduced.

Helps maintain engine cleanliness by containing a reinforced package of detergent-dispersant additives.

The use of molybdenum oils during engine break-in allows the friction surfaces of friction units to be run in in the best possible way and without scuffing, which ensures the best power performance of the engine during further operation.

Oils containing molybdenum disulfide can withstand the most severe operating conditions.

Questions and answers

1. I used semi-synthetic oil with molybdenum disulfide for a long time. One of my friends advised me to alternate the use of this oil with regular semi-synthetic oil without molybdenum disulfide. Is it necessary to do this?	Answer: It is not clear what your friend was guided by when giving such a recommendation. Both of these oils are absolutely identical in composition, with the exception of 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 under no circumstances does it precipitate or agglomerate, i.e. disulfide particles do not stick together and do not clog either 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 vehicle, starting immediately with engine break-in.
2. Does the 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 used to produce them (mineral or synthetic) and the amount of special depressant additives. Molybdenum disulfide is an anti-friction additive and does not in any way affect the pour point of transmission or engine oil.
3. There are rumors about the restriction and subsequent ban on 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 meet strict Euro 4 and 5 environmental standards, it is possible to use oil with molybdenum disulfide. However, it is necessary to clarify the recommendations of the car manufacturer directly. There are no laws restricting the use of MoS2 in Europe.
4. Oil with molybdenum disulfide is a suspension of a solid lubricating component, the particles of which can stick together or with carbon particles and clog the oil system. Is this true?	Answer: Oil with MoS2 has a balanced formula containing an additional amount of detergent-dispersant components that prevent the agglomeration of particles and “suspend” them in the oil volume. Thus, oil with MoS2 does not produce precipitation, deposits, and does not clog oil channels and hydraulic compensators. This is confirmed by the recently updated API SL/CF classification for MOS2 Leichtlauf 10W-40 oil.

Dealing with objections

1. Molybdenum oils are a thing of the past and their use is irrelevant, since there are more advanced products.	Answer: The car park in the Russian Federation is represented by both new and heavily used cars. The use of molybdenum oils allows you to solve a number of problems during vehicle operation: they reduce wear, reduce engine noise, reduce fuel consumption, reduce the heating of units, restore the operation of hydraulic compensators and hydraulic tensioners, allow you to properly break in a new and repaired engine, and extend the engine life. They can and should be used for better preservation of 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 types of oil?	Answer: Oils with molybdenum are very special products that have long gained popularity and have their own stable circle of users among motorists. These are “oils with authority”, so they invariably find a guaranteed market.
3. Why do I need molybdenum oils from Liqui Moly when there is cheaper Mannol?	Answer: Mannol oils do not have as balanced a formula as Liqui Moly oils, and they also have a shorter service life. When using Mannol oils, problems in car operation may occur. We offer you a proven product of guaranteed quality from the founder, “trendsetter” and world leader in the use of “molybdenum technology” in the production of oils.

UNIVERSAL OILS FOR PASSENGER CARS

UNIVERSAL oils are usually classified as oils that can be successfully used in most engines if the manufacturer does not impose any specific requirements. However, as a rule, these oils can be used even if such requirements exist.

The main classifications of universal oils are API and ACEA, plus non-specific approvals from car manufacturers, which are based on the same API and ACEA requirements, but with additional tests on engines. At the same time there is interesting feature: European oils undergo full API certification only when supplied to the American market, and in other cases the label indicates compliance with API requirements. Also, when American oils are supplied to the European market, compliance with ACEA requirements is indicated.

Liqui Moly products have mandatory ACEA certification for the entire range of universal oils and mandatory API certification for oils supplied to the markets of the USA, Canada and Mexico. For other products, in accordance with API approval, the Performance Level is indicated. A classic example of a car in which universal oils can and should be used is any domestic car.

	FULLY SYNTHETIC ALL-SEASON ENGINE OIL with extended drain interval. Has recommendations for use in AUDI turbo engines. Saves fuel. Since 2011 it has been supplied in 4 liter canisters (art. 1175). art. 1171/1172/1175
	FULLY SYNTHETIC ALL-SEASON MOTOR OIL for gasoline and diesel engines. The most popular Liqui Moly product, tested in sports and “civilian” use. Has low waste consumption, excellent cleaning properties, the maximum resource for this class. Optimal in terms of price/quality ratio. art. 1924/1915/1925
	FULLY SYNTHETIC MOTOR OIL FOR ALL-SEASON USE with excellent energy-saving properties and unrivaled service life for its class. Significantly less of its analogues are oxidized. Saves fuel. art. 1922/7536/1923/1363/1364
	FULLY SYNTHETIC DIESEL OIL is a rarity on 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 unsurpassed resistance to overheating and can withstand constant temperatures in the oil pan of over 180°C! It has unrivaled resistance to fuel dilution when the fuel mixture is highly enriched. Provides maximum engine protection against wear, scuffing and seizing. [WARNING:] Restricted for use in standard vehicles. art. 1943/7535/1944
	THE NEWEST HC-SYNTHETIC LOW-ASH MOTOR OIL of the highest class for all-season use in gasoline and diesel engines. The newest formula provides this oil with an unsurpassed 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
	LATEST GENERATION MOTOR OIL for highly accelerated passenger car engines that comply with 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 optimal pressure, high fluidity at low temperatures, and guaranteed wear protection. Compatible with two-stage catalysts, can be used in engines with turbocharging and DPF filter. Approved for use in diesel engines equipped with pump injectors. art. 7563/1136/7537/7564/1137
	ALL-SEASON 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 optimal combination of price and quality. Ensures reliable starting and reliable lubrication of the engine at negative (up to – 35C°) temperatures. Compatible with catalysts and turbocharging. Extended oil change interval. The alkaline reserve allows the use of sulfur fuels. art. 3925/3926/3927
	THE MOST POPULAR LIQUI MOLY PRODUCT! In 2006, it underwent a reformulation change: it received an ultra-modern NS-synthetic base and an updated package of higher-class additives. It has a significant reserve of properties compared to oils of a similar class. The additive package of this oil is aimed at maximizing friction reduction, increasing service life and reducing fuel consumption. The product implements the principle of “easy running”, that is, maximizing the ease of engine operation. art. 1928/1916/1929/1304
	UNIVERSAL OIL, intended for topping up to replenish the oil level in the engine in case it is impossible to top up the oil used or in the absence of information about the product used. It can be easily mixed 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 injectors, for engines with a DPF filter, with multi-stage exhaust gas aftertreatment systems, etc. It can also be used as a self-sufficient product for filling into the vast majority of engines, including those with direct injection, turbocharging, variable valve timing and lift systems. Has registered approvals from most European manufacturers. art. 1305
	SEMI-SYNTHETIC ALL-SEASON OIL for passenger vehicles. The oil is positioned as a product for use during the warranty and post-warranty periods in domestic cars, primarily VAZ and GAZ brands. The properties of the oil are optimized in order to obtain maximum protective properties throughout the entire service mileage recommended by the automaker. It has successfully passed certification on VAZ engines at NAMI and operational tests on ZMZ engines. Based on test results, it is officially recommended for use. Has excellent cleaning and antioxidant properties. In 2009, the base base and additive package were changed; in this regard, the VAZ approval is no longer valid. art. 3929/3930/3931/3932
	SEMI-SYNTHETIC ALL-SEASON OIL for passenger vehicles. Low-viscosity all-season motor oil for diesel engines, developed using the most modern technologies using the latest additive packages. Due to the high content of detergent and dispersant additives, compared to conventional oils, it is well suited for use not only in gasoline, but also in diesel engines, including those with the Common Rail system and direct fuel injection. Allows you to reduce friction, wear and noise during engine operation, save fuel in cold start modes and in everyday use, and keep the engine clean. Ensures the maintenance of stable pressure in both new and worn engines. Tested for compatibility with turbocharging and conventional catalysts. art. 3933/3934/3935/3936
	SEMI-SYNTHETIC ALL-SEASON DIESEL OIL for passenger vehicles. Ideologically repeats Super Leichtlauf SAE 10W-40. Oil with a fundamentally new additive package aimed at fuel economy and maximum ease of engine operation by reducing friction. Prevents the formation of low- and high-temperature deposits and has enhanced cleaning properties. It is used on all modern diesel engines, including those with direct fuel injection, variable geometry turbocharging, ?-regulation and the Common Rail system. art. 7565/7566
	ALL-SEASON MINERAL MOTOR OIL top quality, specially designed for extreme operating conditions and long oil change intervals. Currently, deliveries of the Russian article are suspended due to a general decrease in demand for mineral oils. Instead, a non-Russified German product is supplied. art. 1095/1096

Competitive advantages of Liqui Moly oils

1. All oils are exclusively German-made with German meticulous quality control at all stages of the technological chain.

2. The use of recycled base oils is completely eliminated.

3. Guaranteed reserve of properties and exceeding classifications due to the increased number of introduced additives.

4. Selection and purchase of the best base oils on the market.

5. Having our own ISO 2001 certified laboratory with a staff of more than 100 people.

6. 100% incoming quality control of incoming components and output control of finished commercial oil with the preservation of samples from each batch.

7. Liqui Moly does not have a bad practice of differentiating the quality of products produced for the domestic German market and those intended for export.

It is worth noting that the Russian automotive press publishes a large number of various tests and reviews on universal oils, while Liqui Moly products invariably occupy the top lines of the ratings.

SPECIAL OILS FOR DIFFERENT CAR BRANDS

Special oils appeared in the process of optimizing maintenance schedules for passenger cars. At the same time, the problem of linking the timing of oil changes with the timing of revision of the engine, suspension, body, etc. was solved. during routine maintenance. The possible reduction in the cost of maintenance was also taken into account: firstly, the less often the oil is changed, the cheaper it costs the consumer, and, secondly, an increase in the oil change period further reduces the cost of disposal of the used product. Since oil changes begin to be made less frequently, it naturally should have a longer service life, and, taking into account modern requirements, also increased energy-saving properties.

The main reason for the appearance of low-viscosity oils in the recommendations of automakers, of course, was their ability to reduce fuel consumption, primarily in warm-up modes - up to 15-17%! In normal modes, such oils also provide fuel savings, although this is expressed in more modest figures - up to 5-7%. However, the use of such oils became possible only thanks to significant changes in engine production technology and the use of completely new construction materials.

Of course, for better wear protection with the thinnest possible oil film, it is necessary to use the latest generation of anti-wear additives.

It is imperative to pay attention to the viscosity of the oil when selecting the right product, but this should not be done in the first place. Modern cars have “generic” features. Volkswagen, for example, has pump injectors and some other features. First of all, it is necessary to take into account the car manufacturer's tolerances. If specific requirements are put forward, then the viscosity of an already approved oil automatically falls within these requirements, as well as the special additives required for that particular engine.

From the oils approved for this model, it is advisable to choose the oil that is most suitable for a specific engine under given operating conditions. In addition to the mileage of the car, it would not be superfluous to clarify the driving style and region of operation of the vehicle. After all, the optimal grades of oils for the North-West region and for the Krasnodar Territory may differ radically due to differences in the quality of the fuel used. An integrated approach is needed.

Competitive advantages of Liqui Moly in the specialty oils sector

The Liqui Moly company produces oils with nominal approvals not only for European automakers, but also for the bulk of Japanese and American brands. Today, Liqui Moly can provide more than 99% of manufactured vehicles with optimal lubricants! Modern specialized oils not only protect engines, but also save the environment, as they are developed for specific exhaust gas neutralization systems, individual for each car brand.

The presence of a nominal approval or compliance with the requirements gives confidence that this type of oil fully meets or exceeds the requirements of the car manufacturer.

SPECIAL OILS ASIA-AMERICA

Current recommendations for Japanese cars produced for their own domestic and European markets differ significantly. The recommendations for American cars are very close to those within Japan, and therefore the American Automobile Manufacturers Association (AAMA) and the Japanese Automobile Manufacturers Association (JAMA) jointly created the International Lubricant Standardization and Approval Committee (ILSAC).

Liqui Moly was the first European manufacturer to pay attention to the markets of Asia and America, where previously only American, Japanese and Korean oil producers were present. This is how the Asia-America series of oils appeared, specially developed for cars in the domestic Japanese and domestic American markets, which are imported to Russia in individually, to order or in small batches from “gray” suppliers. These are, as a rule, used cars that have been in operation for 3 years or more.

The engines of this fleet of vehicles have their own specific features, such as, for example: direct fuel injection (GDI, Common Rail), variable timing control (VVTi), compliance with Euro 4 standards, extended oil change intervals, which implies the use of not universal, but special oils that take into account all these features. Therefore, when developing the Asia-America series of oils, the goal was not to fully comply with all the most modern requirements– the developers limited themselves to compliance with ILSAC standards as the latest standard, equally widespread in both Japan and the USA.

The main differences between ILSAC category oils and the basic American API classification:

1. Reduced HTHS viscosity at 150°C to ensure specified fuel efficiency.
2. Low volatility (according to Nok or ASTM).
3. Good filterability at low temperatures (GM tests).
4. Low foaming (ASTM I-IV).
5. High shear stability.
6. Fuel economy is a must.
7. Low sulfur and phosphorus content to preserve the catalyst.

At the same time, the Japanese do not develop nominal tolerances, like European manufacturers.

Assortment and technical description

	MODERN, LOW-VISCOSITY, premium-class MOTOR OIL, designed specifically for all-season use in Asian and American cars. The use of NS-synthesis base oils and the most modern additive package guarantees exceptional wear protection, low fuel consumption and oil consumption, engine cleanliness and extremely fast flow of oil to all lubrication points - excellent pumpability. Depending on the requirements of the car manufacturer's instructions, oil change intervals can be extended 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-VISCOSITY ALL-SEASON ENGINE. Manufactured in accordance with the latest technological requirements. Provides the best cleanliness of engine parts, reduces power loss due to friction, and protects the engine from wear. Allows you to simultaneously save fuel and extend the service life of the engine. Depending on the requirements of the car manufacturer's instructions, oil change intervals can be extended 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 recognized by the green label. Since mid-2011, the oil has received a new formula and updated classifications 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 all-season motor oil. Manufactured in accordance with the latest technological requirements. Provides the best cleanliness of engine parts, reduces power loss due to friction and protects the engine from wear. Allows you to simultaneously save fuel and extend the service life of the engine. Depending on the requirements of the car manufacturer's instructions, oil change intervals can be extended 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

Consumer properties and competitive advantages

In the new millennium, many special oils have appeared, developed for certain automobile brands. Such oils are divided into two main groups.

The first group is products developed strictly in accordance with the requirements of automakers, for example Mopar, Motorcraft (for Chrysler and Ford, respectively). The second group is oils of unknown origin, having only symbols on the labels car brands, more often Japanese: Toyota, Honda, Mazda and others, and packaged mainly in tin cans.

Oils of the first group are unreasonably expensive and scarce. The second is that they are relatively cheap, but do not guarantee the consumer anything other than the treasured symbols on the label. Accordingly, oils of the first group are distributed mainly through authorized services, while the second group floods the markets and counters of small stores.

The owner of a car under warranty is practically deprived of choice. The engine of his car will probably be filled with the oil prescribed in the instructions, which he will have to purchase at a dealer service with an appropriate markup.

However, not all car owners agree to put up with this situation. They prefer to independently purchase oils that are suitable in terms of tolerances and viscosity for the engines of their cars, and the service, in accordance with legal requirements, is forced to accept and use them.

The second circumstance that should be taken into account is, sometimes, a shortage of oils prescribed by the car manufacturer, associated either with the sluggishness of customs or with other factors. Experiencing a shortage of oil, dealers themselves are ready to purchase alternative products externally and replace branded oils with them - to their own benefit and the benefit of the consumer.

The owner of a used - more than three years old - Japanese or American car, not tied to warranty service, is usually inclined to reasonable savings. Therefore, he purchases oils in specialized stores, unauthorized services, or, as a last resort, at car markets. The buyer must have a guarantee that the product he purchased is not a counterfeit and fully complies with the manufacturer’s requirements for viscosity and quality class.

The appearance of Asia-America series oils on the Russian market makes it much easier for both an official dealer and an ordinary owner of an out-of-warranty Japanese or American-made car to choose the “right” product.

1. Liqui Moly offers official dealers special Asia-America oils as a worthy alternative to branded products.

2. The Liqui Moly company gives the owner of a used – more than three years old – Japanese or American car a real opportunity to purchase motor oil of guaranteed quality, which fully complies with the requirements of the car manufacturer in terms of viscosity and quality class.

Advantages of Asia-America series oils

FOR RETAIL NETWORK:

1) Asia-America oils are developed for cars produced after 2004 and, essentially, have no alternative, since competitors do not offer similar products at retail - this is the only specialized line of oils that is supplied not only to service stations, but also to retail network.

2) Availability of specialized approvals from car manufacturers, eliminating errors in choosing oil.

3) They completely replace pseudo “original” oils created according to the “budget” principle, significantly exceeding their performance characteristics. This is true German quality at an affordable 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 deeds innovative product, high technology and excellent performance characteristics.

6) For economical car owners who have decided to refuse expensive warranty service, but want to fill in high-quality oil that fully matches their car, Asia-America oils are an ideal option!

7) The shelf life of Liqui Moly oils in branded plastic canisters significantly exceeds the shelf life of oils in tin containers.

1) A worthy alternative to scarce and expensive original oils.

2) Guarantee of the choice of oil that exactly meets the requirements of car manufacturers.

3) The ability to make a higher markup, increase profitability, without increasing the final cost of service for the client.

4) Availability of the product – constant availability in the warehouse and prompt delivery.

6) Technical support: personnel training, technical expertise in conflict situations, assistance in choosing engine oil that meets the requirements of the automaker.

7) Additional range of auto chemicals for any occasion.

1) Reasonable, “democratic” price.

2) Possibility to reduce warehouse assortment.

3) Availability of the product - constant availability in the warehouse and prompt delivery.

4) Technical support: personnel training, technical expertise in conflict situations, assistance in choosing engine oil that meets the requirements of the automaker.

5) Additional range of auto chemicals for any occasion.

Modern low-viscosity premium motor oils offered by Liqui Moly are designed specifically for all-season use in Asian and American-made cars. Synthetic technology base oils and the most modern additive package guarantee exceptional wear protection, low fuel and oil consumption, engine cleanliness and extremely fast oil flow - excellent pumpability - to all lubrication points, including during cold starts.

Range of specialty oils

	MODERN FULLY SYNTHETIC ALL-SEASON ENGINE OIL with an extended drain interval, specially developed in accordance with the new requirements for VAG vehicles. Suitable for use in petrol and diesel vehicles with and without turbocharging. The combination of modern synthetic base oils and advanced additive technology guarantees low oil viscosity at low temperatures and high shear stability. It prevents the formation of engine deposits, 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, ANTI-FRICTION ALL-SEASON MOTOR OIL based on modern synthesis technologies. It has excellent thermal-oxidative stability, effectively reduces wear, reduces friction losses, and prevents engine contamination. Optimal for modern engines with timing control and valve lift control, turbocharging, intercooler, particulate filter, recirculation gas cooling, and also without this equipment. Specially developed for extended oil change intervals in highly demanding engines. ACEA A5-08/ B5-08; API SL/CF; ILSAC GF-3; Volvo. art. 2853
	MODERN HC-SYNTHETIC LOW-ASH LOW-VISCOSE MOTOR OIL of the highest class for all-season 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 pumpability through the lubrication system. Especially for the latest (from 2010 production) models of Ford (Europe), Mazda, Land Rover and other cars that require oil of the appropriate class: 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
	ENGINE OIL, specially designed for engines of Opel cars and a number of Korean brands that use engines of this automaker. HC is a synthetic all-season low-viscosity motor oil that meets the latest technological requirements. Provides the best cleanliness of engine parts, reduces power loss due to friction and protects the engine from wear. Allows you to simultaneously save fuel and extend engine life. The oil has been tested on turbocharged engines and engines equipped with catalytic converters. Can be used in older Opel engines (up to 2010 inclusive), in which the use of motor oils of this viscosity class is permitted. 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

Special oils of the Tor Tes series

Modern and high-tech oils of Low SAPS and Mid SAPS classes. They meet the requirements for motor oils for the most modern cars, including promising European and Japanese models, the release of which is just planned (!), as well as for models of previous generations, mainly since 2004. These oils fully take into account all the requirements of car manufacturers, which is confirmed by numerous registered approvals. The first presentation of special oils of the Tor Tes series was a significant event at the 2004 Frankfurt Automobile Exhibition. Since then, the Tor Tes series has been regularly updated and replenished with new oils.

What to put in the engine? What is the difference between oils, besides price? What happened before and where are we going now? Let's try to figure it out...

Any oil is a mixture of a base, called base oil, and a package of additives, due to which the specified properties of the oil are formed - viscosity, anti-wear, extreme pressure, antioxidant, detergent and others.

The type of base oil determines the final type of oil - mineral, synthetic or partially synthetic oil, colloquially called “semi-synthetic”. The very concept of “synthetic oil” is quite broad. This refers to an oil whose base is obtained by chemical synthesis. In practice, in the interests of His Majesty Marketing, companies interpret the composition of oils quite broadly, and in their own interests. In the professional community, it is customary to rely on the API (American Petroleum Institute) classification system, which clearly divides oils into groups.

Base oils, according to this classification, are divided into five main groups:

- Group I – base oils, obtained by selective purification and dewaxing. A simple and cheap option, which is obtained at the final stage of oil refining, after gasoline and diesel fractions have been distilled from it. These are oils that are commonly called “mineral”. Selective purification and dewaxing operations are required to remove resins, sulfur from oil, and decompose paraffins into shorter and lighter groups of hydrocarbons. Due to this, it is possible to achieve acceptable depressant properties of the oil and a more or less acceptable dependence of viscosity on temperature.

On the one hand, our fathers and grandfathers used such oils and did not experience any special problems. On the other hand, the oil had to be changed every three to five thousand kilometers, and the degree of engine boost was very low by modern standards. But it’s cheap.

• Group II - so-called “improved mineral”, highly refined base oils with a low content of aromatic hydrocarbons and paraffins. This is the same “mineral water” in terms of the base and production technology, but slightly improved in properties. Most modern mineral oils are produced from base oils of this group. Manufacturers of semi-synthetic oils also use it, mixing the bases of the second group and the third group;
• Group III – base oils obtained using catalytic hydrocracking technology (HC technology). This is the thermal cracking of oil at certain temperatures and pressure, carried out in a hydrogen environment in the presence of special catalysts. This method allows you to solve several problems.

Firstly, sulfur and nitrogen are removed, the presence of which is undesirable in motor oil: they worsen environmental performance and increase the corrosiveness of the oil.

Secondly, unstable unsaturated hydrocarbons are removed - when saturated with hydrogen, they turn into stable saturated hydrocarbons. This ensures that the properties of the base oil are preserved over time. Thirdly, heavy aromatic and paraffin hydrocarbons are broken down into lighter ones, which dramatically improves the viscosity and depressant properties of the base oil.

As a result, a smaller volume of thickening and depressant additives is required, and the properties of the oil from batch to batch and over time become more stable and predictable.

In fact, these are also mineral oils, but with properties close to synthetic ones. Some companies call them either semi-synthetic, synthetic, or hydrosynthetic. On modern market oils, this group is predominant.

The main problem of esters, in addition to their high price, is their very poor lubricity. Therefore, esters are used only as components of base oils of the 4th and 5th groups, adding them to PAO-based base oil in a volume not exceeding 5...20%. The scope of application of such oils is highly accelerated engines, including sports ones, which require enhanced engine protection against wear.

The relationship between the viscosity classes of motor oils according to GOST 17479.1 and SAE J300

GOST 147479.1	SAE J300
3 3	5W
4 3	10W
5 3	15W
6 3	20W
6	20
8	20
10	30
12	30
14	40
16	40
20	50
24	60
3 3 /8	5W-20
4 3 /6	10W-20
4 3 /8	10W-20
4 3 /10	15W-30
5 3 /10	15W-30
5 3 /12	15W-30
5 3 /14	15W-40
6 3 /10	20W-30
6 3 /14	20W-40
6 3 /16	20W-40

We will talk in more detail about why base oils of higher groups are better than conventional “mineral oils” in the following articles: "

Any motor oil is a mixture of base oil and an additive package. Now base oils are usually divided into five main groups.

First group- ordinary mineral water obtained from heavy fractions of oil in the presence of various solvents.

Second group- improved mineral oils that have undergone hydrotreatment, which increases the stability of the base oil, and are better purified from harmful impurities. They have their own niche, mainly in the field of freight transport, heavy marine and industrial diesel engines - they are used where oil consumption is enormous and the use of expensive synthetics is ruinous.

Third group- base oils obtained using hydrocracking technology (HC technology). On Internet forums, “experts” contemptuously call these oils “crack,” although they occupy the bulk of the market. Some companies position them as semi-synthetic (although they themselves admit the incorrectness of the term “semi-synthetic”), while others call them NS-synthetics. In fact, this is also mineral oil, obtained from the corresponding fractions of oil, but improved - both in terms of purity and molecular structure.

Fourth group- Full Synthetic, or completely synthetic oils. Their basis is polyalphaolefins (PAO). PAO molecules are a purely synthetic product that is obtained as a result of chemical reactions mainly from petroleum gases- ethylene or butylene. Such oils are “assembled” like a construction set, and therefore their properties are more predictable than those of mineral water. The disadvantage of PJSC is its high price. Therefore, little tricks are used: why not mix twenty-thirty-forty percent PAO with “crack” and call such oil completely synthetic? After all, the share of PAO in synthetics is not specified anywhere! The trick can only be figured out by the flash point, which is indicated in the technical description of the oil: for PAO it tends to 250 °C and even higher (sometimes 280 °C), and for pure NS synthetics it is about 225 °C.

Fifth group base oils are united by everything that is not included in the first four. And the main one that is included in this group and is actively used in the production of commercial oils is ester-based base oil.

Esthers- completely synthetic compounds obtained not from petroleum, but mainly from plant materials, mainly from rapeseed oil. This is a purely synthetic product that is completely stable. Its molecules have a charge, due to which they adhere to metal walls and reliably reduce wear. Unfortunately, it is impossible to make oil consisting of esters alone: ​​friction losses will be high. Therefore, oils of the fifth group are also a mixture, most often of esters and PAOs, but at the same time, since for pure synthetics some of the performance properties can be set at the stage of assembling the base oil, the volume of the additive package can be significantly smaller.

WHAT'S NEW?

The coolest group is the fifth, from which we took three ester oils, each with its own twist.

Cupper SAE 5W-40 Full Ester

The most esterified, so to speak: according to the manufacturer, it contains up to 80% esters and only 2.5% additives with special metal-clad (French laquer - to cover) components.

XENUM WRX 7.5W40

Ester with microceramic additives based on boron nitride. In fact, boron nitride is a powerful abrasive, but a very fine fraction is used here, which is said to be an analogue of a solid lubricant in friction zones. Let us note the non-traditional, “fractional” class according to SAE and the considerable price.

KROON Oil Poly Tech 10W-40

The so-called OSP technology is used here, in which up to 30% of special polyesters - polyalkylene glycols (PAG) - are included in the base oil based on PAO and esters. They completely dissolve in oil and contribute to better dissolution of the additive package. Note the high viscosity index of PAG (over 180 units), which provides good starting properties at low temperatures. The approximate price is 5,000 rubles for 5 liters.

A curious couple from the third and fourth groups were taken to accompany the esters.

TOTEK Astra Robot 5W40

RAVENOL HCS 5W-40 API SL/SM/CF

Let's take this hydrocracking synthetic as a starting point. The price is ridiculous.

The purpose of the tests is to see how these oils perform under identical bench test conditions: what to expect and what to hope for? At the same time, we will not compare oils of the fourth and fifth groups with each other: it is not they who compete, but the principles of development of the directions of modern “oil production”.

LONG RIDE

Almost all oil manufacturers declare energy-saving features, reduced wear, exceptional cleanliness of parts, and extended oil life. This can only be verified and compared during long-term bench tests, ensuring identical operating conditions for each product. The technique has been tested.

The heart of the research facility is a bench engine based on the VAZ-2111, and the oil operating conditions in it are specially tightened. In particular, the compression ratio has been increased and oil cooling of the pistons has been introduced: the oil is heated additionally. The samples were examined in the chemotological laboratory of the Department of Engines, Automobiles and Tracked Vehicles of the St. Petersburg Polytechnic University and in " Northwestern center examinations."

Under such conditions, each oil lasted for 180 operating hours in a mode typical for driving a car along a highway (an ordinary car would cover approximately 15,000 km during this time); except that the number of start-ups and warm-ups was significantly less.

As the tests progressed, we took samples of the oil to track its aging history. At the same time, power, fuel consumption and exhaust gas toxicity were measured. After each cycle, the motor was disassembled to assess its condition - in particular, the degree of wear.

THE TORMENT OF HYDROCRACKING

The first oil to be poured into the bench motor was to set the initial reference level. This is NS synthetic RAVENOL HCS 5W‑40. Everything was fine, but 130 engine hours after the start of testing, the viscosity fell beyond the upper limit determined by the declared SAE class (16.3 cSt), which we always equate to a formal failure. Mileage (converted) - a little more than 11,000 km. A sharp increase in viscosity determined a noticeable deterioration in engine performance: power decreased by 3%, fuel consumption increased by 7%.

WILL YOU BE THE FOURTH?

The fourth group of base oils in our test was represented by the “most” synthetic motor oil - TOTEK Astra Robot 5W40. And, I must admit, very successfully. Against the background of hydrocracking oil, the advantages of full synthetics based on PAO were clearly visible.

Firstly, this is a resource. The oil worked easily for a conventional 15,000 km, its parameters remained within the specified limits. The rate of aging, even under the proposed harsh conditions, turned out to be noticeably lower than that of oils of “younger” groups. And the motor characteristics at the end of the tests were not too different from the initial ones.

Secondly, this oil surprised with its low-temperature properties: -54 ºС - this is the freezing point! A high viscosity index (under 170) provides good viscosity-temperature characteristics, guaranteeing optimal oil performance both at high temperatures under loaded conditions and during cold starts.

The waste during the entire test cycle was minimal. Low volatility had an effect, which is indirectly confirmed by the highest flash point among all oils in this group. And also the results of measuring the toxicity of exhaust gases: the yield of residual hydrocarbons is noticeably less than when the engine runs on other oils - the non-fuel, that is, oil, component of toxicity has noticeably decreased. How do we know what exactly is oil? This means that the fuel component with the same gasoline and the same adjustments makes a difference only within the error.

The level of pollution in the engine is typical for synthetics: small, but still noticeable.

COPPER IN OIL

The first representative of the fifth group was Cupper 5W40 Full Ester oil. The new original additive package containing copper should provide metal-clad properties. What does this mean? A thin copper film will form on the working surfaces of the parts, smoothing out roughness and also protecting friction units from scuffing and wear. The oil withstood the required 15,000 km. After opening the engine, we saw that the surfaces of the cylinders began to resemble Karelian birch veneer - both in color and pattern. This is copper. And weighing the parts was a total shock: on the bearing shells, instead of a loss, there was a steady increase in mass! Minimal, at the level of a few milligrams, but an increase! Has copper really transferred from the oil to the working surfaces of the liners? And another miracle: the alkaline number in the fresh (before testing) oil sample was only about 3 mg KOH/g instead of the usual 6–10 KOH/g. Error? We tried it on several times - everything is correct! And after testing it decreased only slightly. This is what the combination of an ester base and a metal-clad additive package gives. There were no miracles with the rings, but the rate of wear is actually less than with the standard hydrocracking synthetics.

The resource is worse than that of TOTEK Astra Robot oil based on pure PAO, but significantly better than that of the reference “hydrocracking”. This is understandable: additives work intensively, but there are only a few of them - so the oil resource cannot be endless. But we remind you: the oil has worked properly for the conditional 15,000 km.

ESTER MOTOR OIL: WHITE ON BLACK

"Estero-ceramic" oil Xenum WRX 7.5W40 with microceramics gave a record low speed wear of piston rings and cylinders, in addition, the wear rate of bearings has decreased. Boron nitride “solid lubricant” works! The energy-saving effect in the oil manifested itself exactly where conventional engines have a particularly difficult time - in maximum modes and, which looks strange to non-professionals, in idle mode. In the first case, all parts are subject to maximum loads that the oil must withstand. In the second, there are no loads, but the speed of relative movement of the parts, causing them to “float” on the oil layer, is very low. Therefore, not all oil works, but mainly its additives.

But it was not without its tar.

Firstly, the aging rate of this oil from the ester group turned out to be noticeably higher than that of Cupper oil - Xenum even lost to TOTEK oil from the PAO group. The test cycle was completed, but the resource reserve at the end of it was minimal. In our opinion, this is a consequence of more severe operating conditions of the oil film in the presence of ceramic microparticles. Focal local temperatures in friction zones where solid microparticles operate can increase, and this inevitably spoils the oil base.

Secondly, the low-temperature properties of this oil also turned out to be not so hot. However, the non-standard “7.5” in the SAE classification did not promise anything else. And one more thing. After the oil samples stood on the shelf for some time, they revealed a sediment that was difficult to wash off! Even shaking the sample for a long time did not remove it from the bottom of the bottle. Miracles do not happen: ceramics are heavy, it is impossible to hold it in the volume of oil for a long time. Of course, there was a little sediment, but it somehow made me feel uncomfortable. The only reassuring thing is that the oil has been on our market for several days, but it seems that no “horror stories” associated with it have been discovered.

Note that the color of the samples changed intensively. Initially, the oil resembled kefir in color: white-white. After 40 engine hours, it already looked like regular oil - dark, but the sediment was still whitish. Boron nitride, however.

"POLY TECH" IN POLYTECH

The tests were carried out in the laboratory of the Department of Engines of the St. Petersburg Polytechnic University. How can you pass by an oil with such a familiar name - KROON Oil Poly Tech? The only PAG group oil on our market generally confirmed what the description said. The main thing is that when opening the engine after 180 hours of operation in harsh conditions, we found almost clean pistons! There were virtually no high-temperature deposits; the piston groove area turned out to be clean. This means that the rings work normally with this oil; no sticking can be expected.

The level of low-temperature deposits was lower than that of other oils. It seems that the polyalkylene glycol base of the oil dissolves them, as promised by the manufacturer. And everything is fine with the service life: the oil lasted 15,000 km with a reserve of several thousand kilometers more.

As for engine life and wear protection, everything is also very decent, at the level of the best ester samples and significantly better than that of basic NS synthetics. But with “cold” properties it’s not so clear. The pour point is below minus fifty, and this is one of the best indicators, but the viscosity index is not the highest. It’s not for nothing that the SAE class is 10W‑40.

OILS FROM THE FUTURE

Who said that all motor oils come from the same barrel? During the tests, we made two important discoveries for ourselves.

Firstly, NS oils work quite well for their price and are not capable of ruining even the most modern engine.

Secondly, there are more interesting options than the third group, the most common on the market. And each of the oils considered has its own advantages, with the only disadvantage being the high price. But it’s not a sin to pay for something good, especially since the overpayment most often does not exceed the cost of one or two fuel refills. If we take into account the energy saving effect (gasoline savings by an average of 2–4%), improved vehicle dynamics, starting properties and reduced engine wear, then overpaying does not look scary at all.

Any of the oils we tested can be safely poured into the engine. According to our information, the same Xenum is very popular among racers. Cupper with its copper still seems somehow inexplicable, but it survived! There are no questions about TOTEK oil. And KROON Oil Poly Tech polyalkylene glycol oil generally sells with a bang. In short, use it boldly - of course, if the quality group of the selected oil is consistent with the requirements of the car's operating instructions.

Xenum WRX 7.5W40

Price, rub. from 6000

Volume, l 5

KROON Oil Poly Tech 10W‑40

Approximate price, rub. 5000

Volume, l 5

OUR COMMENT

There are only a few manufacturers of base oils and additives, and therefore there is nowhere to find a variety of final products. The oils we tested are produced in small volumes. New solutions are being tested on such products. Kroon Oil is a former subsidiary of Shell, XENUM is often used in motorsport, Cupper and TOTEK are new Russian-made products. It can be difficult to assign an oil to one group or another: the manufacturer does not advertise its composition. The main part is NS oils, the rest, approximately equally, are cheap mineral waters (popular overseas and in the Middle East) and so-called full synthetics.

Lubricants consist of two main components - base oils and additive sets. Oil formulations may vary among manufacturers, but the quality of the base oils has a significant impact on the final product. The American Petroleum Institute (API) identifies four main groups that can be used to create motor oils.

• Group 1 is base oils with the lowest degree of purification. Currently rarely used for the production of automotive lubricants. Used for the least loaded working conditions.
• Group 2 are base oils obtained by hydrocracking and isomerization. They are often used in mineral oils now sold on the market. Group 2 base oils significantly exceed Group 1 base oils in terms of purity. This means that oils produced from Group 2 base oils and additive packages will have longer drain intervals and are less susceptible to oxidation.
• Group 3 - API classification determines the difference between base oils of groups 2 and 3 through the viscosity index (V.I. - viscosity index). Group 2 base oils have a viscosity index of 80-119. Group 3 base oils have a viscosity index of 120 or higher. They are often referred to as very high V.I. oils. (VHVI). Currently, motor oil manufacturers, when using Group 3 base oils, indicate: synthetic or semi-synthetic.
• Group 4 are base oils, which are hydrocarbon synthetic fluids. In industrial quantities, they are obtained by synthesizing decene molecules into oligomers or polymers with short chains.

There are several types of synthetic base stocks. One of the most common is polyalphaolefin oils (Polyalphaolefins or PAO). They have a number of advantages compared to traditional oils:

• The absence of impurities of sulfur compounds and metals ensures high anti-corrosion and antioxidant properties. This means they can provide longer oil drain intervals and reduced sludge and varnish deposits.
• The absence of impurities, which are always catalysts for oil aging, makes synthetic base oil very resistant to high temperatures. So, for example, if oils of mineral origin begin to seriously oxidize already at temperatures above 130°C, then PAO can withstand operating temperatures up to 150°C without any loss of operating properties. The absence of random small molecules makes synthetic base oils less volatile than mineral ones.
• The absence of linear paraffins reduces the natural pour point to very low values.

It is important to note that as base oil technology has evolved, additive formulations have also evolved. For example, the synthetic PAO base in its pure form is aggressive, so Lubri-Loy uses unique additive packages that allow Lubri-Loy oils to be compatible with any type of gaskets used in the automotive industry.

Lubri-Loy is actively committed to providing consumers with quality synthetic motor oils. To produce Full Synthetic motor oils, Lubri-Loy uses a fully synthetic base - API (category IV) PAO base oil and cutting-edge additive packages. This allows motor oils to meet and exceed the requirements of modern gasoline engines, for example, Lubri-Loy oils currently have the latest API SN Resource Conserving, ILSAC GF-5 approvals.

The advanced additive packages used in Lubri-Loy have been extensively tested to ensure they meet their specifications. To verify product quality, each batch of Lubri-Loy products undergoes a series of tests in a laboratory located on the premises of the plant. This ensures that all parameters of Lubri-Loy synthetic motor oils comply with the requirements of API and ILSAC standards.

Lubri-Loy products are used throughout the world, including China and other emerging markets in Asia. In 2010, Lubri-Loy received the Export Achievement Certificate for its achievements in the field of exports.

Pictured here are Lubri-Loy President Dave Graham and Lubri-Loy Asia Vice President Derek Cheng receiving a certificate from the US Secretary of Commerce.

An informational article that will introduce you to the definition of base oil. What is it and what groups of base oils exist, not all car enthusiasts know. When buying automobile oil, often even the seller cannot provide information on this term. Let's try to remove this gap. Looking ahead to the topic of the article, I would like to note that pure base oil is not suitable for any type of engine. What then do we put into the engine?

Automotive base oils are obtained through petroleum refining (mineral) or as a result of complex chemical synthesis (synthetic) chemical reactions, corresponding substrates obtained from petroleum derivatives, natural gas, raw materials of plant and animal origin.

The base oil fraction has a boiling point between 230 and 560 °C and is grouped by chemical composition and. Based on an already pure product (base) from 75 to 95% of the total volume, automobile oil is obtained by adding additives.

The American Petroleum Institute (API) has divided production fractions into five categories. The first three groups of base oils are bases created from petroleum, the fourth is full synthetics (polyalphaolefin), and the fifth group is all other base oils oils, not included in groups 1 – 4.

Belonging to certain group, the method of oil formation and its resistance to aging is determined using a test called TOST Life. A very important parameter is also the viscosity coefficient, i.e., the ability of the oil to maintain a constant viscosity with increasing oil temperature.

Group 1

This includes regular mineral oils. They are produced through the process of deep oil refining, which provides them with a basic shelf life of at least 1000 hours according to the TOST Life test. Has less than 90 percent saturated hydrocarbon bonds, no more than 0.03% sulfur and is characterized by a viscosity index between 80 and 120. The operating temperature range varies between 0 and 50°C. It is the simplest processing method, which is why these oils are the cheapest.

Technological schemes for production of group 1:

• Clay cleaning – absorbs and removes the most harmful components or compounds containing sulfur and nitrogen.
• Sulfuric acid cleaning– technology provides very effective oil purification.
• SO2 treatment – ​​gradually phased out completely.
• Selective cleaning– removal of aromatic hydrocarbons with selective solvents. The result is base oils with unsatisfactory qualities, which significantly reduces their service life.
• Solvent dewaxing– improvement of oil properties by the process of removing paraffins. The result is oils with a lower pour point and a higher viscosity index.
• Cleaning with adsorbents– cleaning using bleaching clay or crystalline aluminosilicates.

Increasingly, oils of group 1 are being replaced by the second, with much better characteristics.

Group 2

Oils with more than 90 percent saturated hydrocarbon bonds, less than 0.03% sulfur, viscosity index ranging from 80 to 120. Due to the high saturation of hydrocarbon particles, they have greater resistance to oxidation and a more transparent color when modern technology hydrotreating. The characteristics of such oils are at an acceptable level.

Group 3

The most advanced base has a saturation of hydrocarbon bonds of more than 90 percent, less than 0.03% sulfur, and a viscosity index of more than 120. They have the properties of operation in difficult conditions, the characteristics are superior to basic groups 1 and 2, which are of petroleum origin.

4 – 5 groups of base oils

Group 4 oils – polyalphaolefin (PAO). These synthetic oils are produced through a process called synthesis. A completely synthetic product, where during the synthesis process the molecules are designed for the purposes they are supposed to perform. The group is characterized by a much wider operating temperature range, high viscosity index, resistance to very low and high temperatures, excellent oxidative stability. They are used for the production of transmission, compressor, motor oils, hydraulic fluids and various lubricants. According to the TOST Life test, they can withstand a service life of 14 to 16 thousand hours.

Group 5

Oils that are not classified in the other four groups include silicones, esters, phosphates, etc. These bi-ester and polyester oils are sometimes blended with other base oils to obtain the desired properties. The disadvantage of the fifth group of base oils is the excessively high cost.

Mineral oils

Mineral oil is a substance that originated in nature without human intervention. Mineral 1 – 3 API groups of base oils obtained by distilling or refining petroleum obtained from various fields. The quality of mineral base oil is directly dependent on the composition of the oil. So oil, from former countries Soviet Union, has a completely different chemical composition than oil extracted from the Persian Gulf, Venezuela. Each composition of oil includes a different type of hydrocarbon and has a different level of impurities, primarily sulfur. The quality of mineral base oils depends primarily on the composition of the raw materials.

Synthetic oils

Can be divided into two groups of base oils.

• 100% synthetic oils– obtained through synthetic processes, such as polymerization, condensation, esterification or Fischer-Tropsch synthesis (GTL) from various raw materials such as oil or natural gas.
• Hydrocracking technology oils. HC-synthesis (Hydro-Cracking-Synthese-Technology) is the youngest class of base oils; its quality is almost equal to that of “synthetics” (in some respects it even surpasses). According to the classification they belong to group 3 of petroleum origin highest category quality. To emphasize the high consumer properties, marketers of most companies came up with a number of names: “HC Synthetic”, “HC-Synthese”, “Synthetic Technology” or at the end of the brand name “MOTUL Technosynthese®”.

With so many different oil bases and chemical additives available, it is possible to develop a complete range of products: from basic quality mineral oils, to the most complex, 100% synthetic oils.