Two-stroke engine - an internal combustion engine in which the working process in each of the cylinders is completed in one revolution crankshaft, that is, in two strokes of the piston. Such engines have high power with relatively little weight.
Application of such engines:
motorcycles, scooters, outboard boat engines, snowmobiles, lawn mowers, cultivators and others.
Difference two-stroke oils from four-stroke.
The difference lies in the very principle of operation of the engine. In a four-stroke engine, oil should not enter the combustion chamber; its properties are not designed for combustion, and the package of functional additives prevents the oil from igniting at the highest temperatures. While in almost all two-stroke engines oil does not circulate through the lubrication system, but is added to the fuel. Thus, part of the oil is completely burned, and the remainder is removed from the engine in the form of a bluish cloud.
There are two types of lubrication systems for two-stroke engines:
1. Forced mixing. Before filling the tank, oil and gasoline are mixed in a canister according to the requirements of the engine manufacturer.
2. Automatic mixing . Oil and gasoline are poured into different tanks. Mixing occurs in the intake pipe, which is located between the carburetor and the cylinder block.
Properties that a good two-stroke oil should have:
1. Low ash content. Any oil has an ash content parameter. High-quality oil produces a small amount of ash, and therefore less carbon deposits and deposits remain in the engine.
2. High cleaning properties. The higher these properties are, the less deposits there are on engine parts.
3. Resistance to temperature changes. The oil should not lose its properties when low temperatures because it could lead to increased wear engine.
4. Easy mixing. Sign good oil- this is the absence of the need for forced mixing in a canister of fuel, regardless of temperature environment.
5. Low smoke. This means that the oil burns without residue, which means less ash content (see point 1.)
Standards for two-stroke motor oils.
There are many standards for motor oils in the world. We will consider American standards that are used in our products and comply with all world analogues.
API- Classification of motor API oils was created in 1969 by the American Petroleum Institute
TC- Refers to the products of various high-load two-stroke engines up to 500 cubic centimeters. This standard includes tests to check for piston ring sticking, pre-ignition and cylinder scuffing. Used in engines of chainsaws, trimmers, cultivators, snow removal machines, snowmobiles, motorcycles, scooters and so on.
IMPORTANT! The API TC standard is not applicable to outboard motors!
Standard TC-W is a standard of the US National Marine Association (NMMA).
NMMA- abbreviation from English National Marine Manufacturers Association, develops standards for water and marine transport.
How to choose the right two-stroke oil for your engine:
Firstly, do not forget to use the instructions that came with the engine. The manufacturer always indicates the type of oil required for use in the engine.
Secondly, we choose oil of API TC, NMMA TC-W3 or JASO FD, or ISO-L-EGD standards. However, do not forget that TC-W3 meets all the requirements of other standards.
Fourthly, we remember about environmental friendliness. Oils of the NMMA TC-W3 standard disintegrate in water, therefore they are safer for the environment.
We hope that our article will be useful to you when choosing two-stroke oil.
The engine is the main mechanical unit in a boat motor. It determines the performance of the equipment, the correct operation and the length of its service life. Its functioning directly depends on the oil used for 2-stroke outboard engines. Therefore, the choice of this component must be taken with special responsibility.
Types of mixtures
There are many offers on the market from various manufacturers. Each oil for two-stroke engines of outboard motors has individual characteristics, pros and cons. The entire range is divided into 2 main classes:
- synthetic;
- mineral.
It should be noted that this is not the entire list of types of oils for two-stroke outboard engines, but they are used most in demand. Product differences lie in different compositions, molecular structure, and the similarities lie in the stability of the components. For 2-stroke outboard motors, the most preferable is synthetic lubricants. This factor is justified by the possibility of maintaining viscosity at different temperatures. This has a positive effect on the durability of the engine and its components.
Such products are allowed to be used after mineral ones. But if an unknown consistency was poured into the engine, it must be drained and flushed. The mineral product stands out for its budget price. In addition, the reduction in material consumption should be highlighted. But design features boat motors different brands are not designed to work with a liquid consistency, so users will often encounter leaks.
Oil requirements
To determine which oil is best suited for the application, you first need to understand the requirements for this component. The oily product performs the following functions:
- increase in service life power unit;
- heat removal from mechanical components;
- preventing friction of working mechanisms;
- ensuring safety from external adverse influences.
The main quality criterion is the presence of a certificate of compliance with international or state criteria. All products for 2-stroke outboard motors are individually marked TCW3. Such oily compositions do not contain additives containing metalanion compounds. If a low-quality product is used, carbon deposits will form on individual engine components. This will lead to rapid wear and tear on the mechanisms and their breakdown.
Rating of the best oils for 2-stroke outboard engines
With the abundance of oils for outboard motors, an inexperienced consumer can easily get confused. But to choose the most best option for use, it is recommended to use the already established rating of oils for 2-stroke outboard engines.
Motul Outboard Synth
The synthetic Motul 2T refill product is considered a product latest generation. This option is perfect both for engines with an automated mixing system, and for units where it is necessary to pre-dilute the consistency manually. Thanks to high quality Motul for 2T outboard motors will keep all mechanical components in their original condition for a long time. Motul oil was produced taking into account NMMA TCW3, RL56623, APITSC4 standards.
Motul Outboard Synth
Brief parameters:
Synthetic fluid Motul-Sport classification is created on the basis of 100 percent esters. The manufacturer guarantees a significant reduction in friction force, high operational parameters. The price of the product does not exceed 1800 rubles.
Lukoil 2T oil
Lukoil is intended for use as an additional component in the preparation of a fuel-oil mixture for both water engines and engines of small equipment such as snowmobiles, chainsaws, motorcycles, etc. Reduced level Ash content is a guarantee of a long service life of the spark plug. It is also often used to lubricate gas power units and compressors.
Lukoil 2T
Based on numerous reviews, a list of the main advantages of this product has been formed. trademark. The advantages include long-term protection of the power unit, temperature stability, good parameters when used in the cold season, reduced volatility. The cost of a 4-liter container with mineral filling is 540 rubles.
VIDEO: Motul or Lukoil?
The Quicksilver brand produces two series of motor oils for units - Premium and Premium Plus. This product was manufactured specifically for two-stroke power devices, protecting them from external influences under extreme operating conditions.
Quicksilver Premium 2-Cycle Outboard
Synthesized product with the addition of a set special additives has a positive effect on the service life of the two-stroke working body. The fluid is used for equipment with low or medium power rating. But here it should be remembered that the consistency is used only under normal operating conditions without extreme temperatures. The product is made according to the TCW3 standard.
Separately, it should be noted that the constituent elements maximally suppress the likelihood of oxidation of parts or the formation of corrosion. Quicksilver has good cleaning ability, due to which the engine will always remain in good condition. pure form no dirt. This is a big advantage because it is quite rare.
The capacity of the container is 4 liters, but there are also 1-2 liter variations. The mixture is used not only for boat equipment, but also for snowmobiles, ATVs, gasoline saws and other motor vehicles with liquid or air system cooling. The price for a 1-liter container is 650 rubles.
Luxe TC-W3
Delfin Industry is the first company to release Russian market motor oils specifically for two-stroke outboard engines. In addition to the fact that this sample is cheaper than most brands, its quality composition is much better than the industry standard TC-W3, developed back in 1991.
Options:
According to customer reviews, Luxe TC-W3 prevents the formation of deposits and mixes easily with fuel. It is used in a mixture with fuel in a ratio of 1:100. Please note that the TC-W3 standard defines a list of requirements, the main of which is the absence of anti-wear and extreme pressure additives that contain heavy metals. These additives have been replaced with biodegradable ones, which limits engine power. At more than 6000, such oil will no longer help. Price 1 liter 249 rub.
Synthetic oil German manufacturer consists of basic components and a set of additives. Can be used for all 2-stroke engines, regardless of the cooling system - air or liquid. Biodegradable composition, that is, there are no anti-wear and extreme pressure additives based on heavy metals. This is consistent with the TC-W3 standard, but excludes applications for engines with maximum torque greater than 6000 rpm.
LIQUI MOLY Marine Fully Synthetic 2T
The product has the advantage of reducing the flash point to 120°C (compared to 240°C for Motul). This, on the one hand, is more profitable, since the oil burns completely even in a cold engine. On the other hand, it increases the consumption of the product, respectively, the concentration is 1:75. Considering the already considerable price - 1780 rubles. for 1 liter, the feasibility of its use is a big question.
Which oil should you choose?
Objectively, it is impossible to name the ideal or the worst oil. Everyone has both positive and negative points. The most important thing is to buy a product taking into account the engine cycle and the availability of FC-W approval.
Please note the following:
- For a small-capacity four-stroke engine, oils with low viscosity are chosen.
- Synthetics are purchased only if constant use is planned throughout the season. Even if the required volume is not exhausted, during seasonal conservation all working fluids are drained.
- Synthetics are recommended for use specifically for two-stroke engines due to the minimum concentration, since the engine always runs at high speeds.
- Even if you choose an inexpensive Chinese outboard motor, use high-quality oil - cheap components wear out faster, therefore, they need more reliable protection from wear. Of course, this is not a reason to use low-quality oil for expensive “Japanese” products, but in any case there is no need to save money. The lower the quality of the oil, the faster the engine life is consumed, regardless of the country of the engine manufacturer.
VIDEO: Test of several brands of oils for two-stroke outboard engines
www.portalteplic.ru
A two-stroke engine is an internal combustion engine in which the working process in each of the cylinders is completed in one revolution of the crankshaft, that is, in two strokes of the piston. Such engines have high power with relatively low weight.
Application of such engines:
motorcycles. 
scooters. 
outboard boat engines.
snowmobiles. 
lawnmowers. 
cultivators and more.
The difference between two-stroke oils and four-stroke oils.
The difference lies in the very principle of operation of the engine. In a four-stroke engine, oil should not enter the combustion chamber; its properties are not designed for combustion, and the package of functional additives prevents the oil from igniting at the highest temperatures. While in almost all two-stroke engines oil does not circulate through the lubrication system, but is added to the fuel. Thus, part of the oil is completely burned, and the remainder is removed from the engine in the form of a bluish cloud.
There are two types of lubrication systems for two-stroke engines:
1.Forced mixing. Before filling the tank, oil and gasoline are mixed in a canister according to the requirements of the engine manufacturer.
2. Automatic mixing. Oil and gasoline are poured into different tanks. Mixing occurs in the intake pipe, which is located between the carburetor and the cylinder block.
Properties that a good two-stroke oil should have:
1. Low ash content. Any oil has an ash content parameter. High-quality oil produces a small amount of ash, and therefore less carbon deposits and deposits remain in the engine.
2. High cleaning properties. The higher these properties are, the less deposits there are on engine parts.
3. Resistance to temperature changes. The oil should not lose its properties at low temperatures, because this can lead to increased engine wear.
4. Easy mixing. A sign of good oil is that there is no need for forced mixing in a canister of fuel, regardless of the ambient temperature.
5. Low smoke. This means that the oil burns without residue, which means less ash content (see point 1.)
Standards for two-stroke motor oils.
There are many standards for motor oils in the world. We will consider American standards that are used in our products and comply with all world analogues.
API— The API classification of motor oils was created in 1969 by the American Petroleum Institute.
TC— Refers to the products of various high-load two-stroke engines up to 500 cubic centimeters. This standard includes tests to check for piston ring sticking, pre-ignition and cylinder scuffing. Used in engines of chainsaws, trimmers, cultivators, snowblowers, snowmobiles, motorcycles, scooters and so on.
IMPORTANT! The API TC standard is not applicable to outboard motors!
Standard TC-W is a standard of the US National Marine Association (NMMA).
NMMA- abbreviation from English National Marine Manufacturers Association, develops standards for water and marine transport.
How to choose the right two-stroke oil for your engine:
Firstly, do not forget to use the instructions that came with the engine. The manufacturer always indicates the type of oil required for use in the engine.
Secondly, we choose oil of API TC, NMMA TC-W3 or JASO FD, or ISO-L-EGD standards. However, do not forget that TC-W3 meets all the requirements of other standards.
Thirdly, for outboard motors we recommend using oils colored Blue colour(All oils are TC-W3 standard). This nuance will make it easier to mix the oil in the red fuel cans that most outboard motors are equipped with.
Fourthly, we remember about environmental friendliness. Oils of the NMMA TC-W3 standard disintegrate in water, therefore they are safer for the environment.
We hope that our article will be useful to you when choosing two-stroke oil.
Thank you for loving ABRO.
www.abro-ind.ru
After this sentence, you can close the topic... and admit that 73 pages are pure fluff!
One last question.
Should I buy this kind of oil?
http://luxe-oil.ru/?page=newsitem&item=51
884.jpg
True, it is not on the list of oils that have passed TC-W3 certification from NMMA, which indicates that this oil has never passed such certification http://www.nmma.org/certification/ce...oil/tc-w3.aspx. ., well, what a trifle. But it has the magic TC-W3 stamp on it! And the boat motor is drawn!
And the manufacturer promises us mountains of gold:
A fairy tale, not butter! I bought two tubes (and for very little money!) http://5koleso.com/%D0%9C%D0%90%D0%A...ories-111-0494
, squeezed it into a two-hundred-liter barrel of gasoline and here it is - happiness!
I don’t have a headache about anything all season long! Twice cheaper, twice as good!
But seriously.. What I learned was a break from a bunch of sites..
The TC-W3 standard does not define quality oil, it defines it minimum requirements for passing this standard. As I understand it, this standard was developed under pressure from the “greens”. They say mellals get into the water, accumulate there, etc.
One of the main criteria is the exclusion from the oil of anti-wear and extreme pressure additives containing heavy metals, which protect the engine at speeds of about 6000 and above, when the oil itself “breaks”. These additives were replaced with “biodegradable” ones, which in turn do not provide the protection of friction pairs at high speeds that metals provided. It is for this reason that the jet ski manufacturer Sea-Doo strongly discourages its users from using TC-W3 oils.
There is an opinion that these same metals in a boat motor, supposedly due to the difference in temperature in the combustion chambers of the boat motor and the aspirated engine, do not burn completely and excessive carbon formation occurs.
Personally, I have a hard time believing this myth. For several reasons.
1. Many oil manufacturers produce the so-called " universal oils".
That is, for any two-stroke engine, including a boat.
2. I was surprised that the manufacturer of outboard motors Suzuki, in the manual for its two-stroke engines, strongly recommends Suzuki oil CCI OIL, which has never been NMMA TC-W3 certified, is classified by the Japanese JASO system as an oil for two-stroke engines (without division into motorcycle and boat) as FB ( First level two-stroke oils approved in Japan for use in any push-pull technology). And only then do Suzuki engineers recommend “any oil according to the TC-W3 specification.”
3. Standardization of motor oils. There is an opinion that soon all classifications of oils will disappear and only two will remain. According to ISO for Europe and Jaso for Japan. (Both standards were developed in close collaboration) Oil cans will be labeled with these two standards. I read the JASO requirements for two-stroke oils. There is not a word about outbord oils. But the minimum requirements for two-stroke oils are clearly stated, what tests the oil passes, etc.
Here is an interesting article "Ashless" TCW3 vs. "Low Ash" JASO/ISO 2 stroke oil (ashless TC-W3 vs low ash JASOISO two-stroke oil)
http://www.greenhulk.net/forums/showthread.php?t=128249
Quote from the article. (we are talking about testing two-stroke oils using the JASO method)
(..these tests are very difficult to pass. JASO's highest rating is "FC" (today the information is a little outdated, because highest rating today FD)
Lower ratings "FB" and "FA" (FA has now been retired as obsolete)
. Even higher "FD" ratings may be seen in the future. Most TC-W3 oils will fail any of these tests!)
In general, these are the doubts...
(Everything written is my opinion and may differ from yours)
www.rusfishing.ru
The design of two-stroke outboard engines is such that oil lubricates engine parts when it enters the engine along with gasoline, and then burns along with the fuel. Two-stroke engine oil is actually mixed with the fuel, and with direct fuel injection, the mixing occurs in the combustion chamber.
In four-stroke engines, oil circulates in the system due to the operation of the oil pump and does not enter the combustion chamber during engine operation - this is the main difference from two-stroke engines.
Long-term development of two-stroke engines in the industry has been reduced to reducing emissions that contain unburned oil, and also to developing a quality of oil that allows the use of less of it in fuel, at the same time the oil should better lubricate the rubbing parts of the engine and extend the service life of the engine . This means significantly reduced emissions to meet environmental requirements, no problems with warranty repairs, and increased customer satisfaction through less maintenance and repairs.
Trademark TC-W3 ® is owned by NMMA (National Marine Manufacturers Association), which has developed over the years through extensive testing and research, and has achieved the level of quality necessary to meet the above objectives. Going one step further, now that two-stroke engines have been developed with higher cylinder temperatures and higher compression ratios, this type of lubricant also helps reduce EPA (Environmental Protection Agency) emissions.
The TC-W3 ® standard has demonstrated the necessary performance qualities for lubrication in these more harsh conditions work cylinder - engine.
The TC-W3 ® standard is based on requirements that include various bench tests for fluidity, solubility, rust, compatibility, etc., as well as engine tests to evaluate oil performance. The following two-stroke engines were used for testing: Johnson 40 hp, Johnson 70 hp, Mercury 15 hp, which were operated under severe conditions for 100 hours each. Two additional tests engines are also carried out to ensure high level lubricant quality. The testing process is comprehensive and expensive, but is worth it for the results obtained for consumers and manufacturers.
After testing we received required quality oils required for TC-W3® certification testing by NMMA-certified laboratories, NMMA-licensed two-stroke lubricants for sale. TC-W3 ® oils are licensed worldwide and recommended for use in two-stroke engines.
From personal experience, using two-stroke engines, I tried about 8 brands of oils and I can add: the inscription TC-W3 The packaging of the oil does not indicate that it is real oil. TC-W3. Those. not all oils TC-W3 are the same - guaranteed to meet the standard TC-W3 oils famous manufacturers, which can be used without danger.
In confirmation: a list of TC-W3 oils that have been certified according to NMMA requirements. Find the oil that you, the vodka-motor operator, feed to your friend - the two-stroke outboard motor!
www.vodkomotornik.ru
Design of boat motors and operating features
Most low-power two-stroke outboard motors (up to 20 hp) are built according to the same scheme. At the top of the aluminum frame there is a cylinder block with a power supply system. Crankshaft The motor transmits torque to the gearbox. The output shaft of the gearbox rotates the propeller.
At the bottom of the deadwood there is an intake hole with a mesh rough cleaning, through which water is sucked into the system by the pump. Next, it is pumped through the cooling jacket and thrown back into the reservoir. Pumping intensity (respectively, working temperature engine) is controlled by a thermostat.
Also, the exhaust gas system is designed in a unique way boat motors. Exhaust gases are not released directly into the atmosphere. Often exhaust pipe is discharged into the underwater part of the engine. This is done to suppress the noise of exiting exhaust gases, created by the already loud two-stroke engine.
That is, toxic traffic fumes first pass through the water, and a large amount of solid inclusions settles in the reservoir. This fact also imposes some restrictions on the production of lubricants for boat engines.
Therefore, oil for two-stroke engines of boat engines often differs from lubricants for motorcycles and other equipment not related to water transport.
Classification of lubricants for two-stroke outboard engines
Technical and environmental requirements for lubricants, they initiated the creation of classifiers by which the performance properties and scope of application of certain two-stroke oils are determined. Let's consider these classifiers in chronological order from the moment of approval.
Classification by API
The first attempt to streamline lubricants for two-stroke engines was made by the American Petroleum Institute. The API classification of two-stroke oils includes 4 categories.
- T.A. This class was intended for light two-stroke engines with a displacement of up to 50 cm3. But the standard became obsolete a short period of time after its introduction. This is due, first of all, to its uselessness, since it was almost completely duplicated by the next class. And the American engineers of the Petroleum Institute decided to exclude the TA standard from the current classification.
- TB. Oils with this marking are designed for engines with a displacement of up to 200 cm3. Today it has been reclassified as obsolete and replaced by the TS standard.
- TC. The current standard applicable to modern two-stroke engines with a single cylinder volume of not more than 500 cm3 (the total engine volume may be larger). For this class, additional tests are carried out for lubricating and detergent properties.
- T.D. Lubricants with this class were intended for outboard motors. However, the TD standard had to be excluded from the general nomenclature due to the intervention of the US National Association of Shipbuilders. Today it has been replaced by TC-W3.
In Russian markets today, oils with TC and TC-W (2 or 3) standards are most often found.
JASO classification
Japan is one of the leading countries producing two-stroke engines. And the requirements for 2T motor oils API standard, did not satisfy Japanese engineers. Therefore, they introduced their own classification, which is called JASO.
Today, 3 classes of motor oils according to the JASO classification are relevant.
- FB. Lubricants for the simplest unloaded motors. The main requirements are for lubricating properties. The requirements for smoke and cleaning properties are minimal.
- FС. Oil with increased requirements for cleaning properties. They are tested for detergent properties after using this oil on a prototype engine. Suitable for most modern two-stroke engines.
- F.D. Motor oils with stricter requirements for cleaning properties and smoke emissions. To obtain this approval, the lubricant is subjected to extended testing on a prototype engine. After this, the degree of contamination is assessed piston group. FD oils are suitable for outboard engines if specified in the engine specification.
ISO classification
The European ISO classification essentially duplicates JASO, but with more stringent requirements for cleaning properties and piston cleanliness.
- ISO-L-EGB – analogous to FB, but with an additional test for piston cleanliness;
- ISO-L-EGC is an analogue of FC. Similar to the previous class, an additional test is carried out for the cleanliness of the pistons;
- ISO-L-EGD – pistons are checked and an additional comprehensive assessment of the cleaning effect is carried out.
As practice has shown, most oils approved by JASO pass ISO tests without problems.
Popular two-stroke oils, their characteristics and user reviews
The choice of lubricants for water transport today is really large. And it’s quite easy to get confused about which product to choose. Let's look at a few popular products among boat motor oils.
Motul
Today you can purchase three types of 2T lubricants from this manufacturer: mineral, synthetic and semi-synthetic. Motul oil for outboard engines is rightfully considered one of the best in its category.
And the price for Motul products corresponds to the quality and is one of the highest on the market. Reviews from boat owners about this oil are mostly positive.
Pistons and spark plugs remain clean even after prolonged use. At the same time, the smoke remains minimal. Negative statements about Motul lubricants relate only to cost.
Lukoil
Domestic lubricants have a controversial reputation. Some owners motor boats speak positively about them. Slight smokiness and satisfactory cleaning qualities at low cost allowed domestic oil take your niche.
Standards TC-W3, JASO, as well as Lukoil 2t - video
Others, on the contrary, are not satisfied with the quality of Lukoil. Long term use Lukoil oils for two-stroke engines Japanese made, especially high-tech models, there may be a drop in power and the formation of excess deposits on the spark plugs and pistons.
Husqvarna
These lubricants are not intended for use in outboard motors. But sometimes boat owners use Husqvarna oils for two-stroke engines.
In a sense, environmental concerns aside, these oils are theoretically suitable for boat engines, although they do not have the appropriate approval.
But, judging by the reviews of boat owners using Husqvarna lubricants, deposits appear on the spark plugs over time. This indicates insufficient cleaning power and will shorten the life of the engine in the long run.
One of the most important criteria when operating outboard motors is creating the correct fuel mixture. The oil proportion for two-stroke engines is selected solely based on the data specified in the vehicle operating instructions.
Sometimes the proportions are written on lubricant cans. But this is more likely general information, which is for reference only. Therefore, it is secondary when choosing proportions.
| Table of proportions | |||||
| Gasoline (liters) | Oil (ml) | ||||
| 25:01:00 | 30:01:00 | 35:01:00 | 40:01:00 | 50:01:00 | |
| 1 | 40 | 33 | 28 | 25 | 20 |
| 5 | 200 | 165 | 140 | 125 | 100 |
| 10 | 400 | 330 | 280 | 250 | 200 |
| 15 | 600 | 495 | 420 | 375 | 300 |
prosmazku.ru
Most outboard motor manufacturers have created their own types of motor oils, which are usually significantly more expensive than standard motor oils available on the market. Since almost all of these oils meet the requirements of the TC-W3 standard, how do they differ from each other and which oil is better for of this motor?
Despite the fact that the outboard motor market is steadily filling up with more advanced four-stroke engines, today the vast majority of outboard motors installed are two-stroke, and this situation will continue for the foreseeable future.
And since everyone runs two-stroke engines, the topic of choice best oil for a two-stroke outboard motor is one of the most discussed among anglers.
Various arguments for and against a particular oil fill numerous Internet forums where perplexed engine owners try to figure out how best to save the investment hanging on the transom. And this is not a joke, it’s a lot of money! Cost of outboard motors in last years is growing continuously, so maintaining the performance of a boat motor is a very, very important issue.
Most questions center around the choice: use for engine oil from the outboard motor manufacturer, or you can use regular, cheaper two-stroke motor oil.
Since everything related to boats and motors is becoming more expensive, the cost of oil is also rising all the time, so if you often have to go fishing, branded oil can do big hole in your family budget. Ordinary motor oil can be found on sales, despite the fact that such oil is obviously cheaper than from the engine manufacturer or its dealers.
What is the TC-W3 standard?
Majority modern oils for two-stroke outboard motors meet the TC-W3 standard. This standard was developed by the National Marine Manufacturers Association of the United States (NMMA), which organizes and conducts almost all motorboat exhibitions in this country.
The TC-W3 standard replaced the TC-WII standard, developed in the early 90s, thanks to which lead disappeared from our gasoline after the 80s. The industry has developed a method and means of assessing how an oil lubricates and protects an engine, and the TC-W3 standard serves as the state-of-the-art measure of these properties of motor oils. The requirements of the TC-W3 standard are primarily aimed at maintaining the cleanliness of the piston rings, despite the fact that the lubricating qualities of oils are now significantly higher than the requirements that were once set by the TC-WII standard.
To receive TC-W3 certification from NMMA, a motor oil must pass a series of rigorous tests. Tests using the NMMA method are carried out on four different outboard motors: two Evinrudes of 40 and 70 hp, one Mercury of 15 hp. and a 50-horsepower Yamaha. On each engine, the oil is tested in operation in various modes.
For example, a 40-horsepower outboard motor is used to study piston ring wear, and a 70-horsepower outboard is used to measure carbon deposits on the piston. Each engine allows you to analyze a specific set of properties of a specific motor oil.
If the results of all tests for a given type of oil meet or exceed the requirements of the TC-W3 standard, then this oil is recognized as meeting the requirements of the standard, and the container in which the oil is sold can be marked with a mark of compliance with the TC-W3 standard, which confirms the fact of certification of the product.
Is this information enough? Should this simply be taken as advice to buy TC-W3 certified oil? Is there actually something else that makes them different?
We tried to find out from representatives of several companies that sell oil for two-stroke engines what, if anything, distinguishes their particular product from base oil TC-W3. Almost all of them claim that their oil exceeds the minimum requirements of the TC-W3 standard for protective properties thanks to the introduction of additives that increase lubricity and keep internal engine components clean.
Many modern two-stroke oils are produced from a medium viscosity oil base. The oil base makes up about 60% of the final product. The residual clarified oil (produced from the vacuum residue from the primary distillation of petroleum) is then added, usually no more than 5%, although sometimes up to 17% of the volume. The residual clarified oil has excellent lubricating properties and makes the oil more flexible.
Up to 20% of the final product is a solvent, which acts as an activator and helps the oil mix better with gasoline (it should be remembered that there are many engines in operation to this day, the fuel mixture for which must be pre-prepared).
Less than one percent of them have a special coloring that would help distinguish pre-mixed gasoline from pure gasoline. The remaining substances in the oil are additives, which may (or may not) include polyisobutylene, commonly called PIB. PIB is synthetic oil, which is used to control the lubricity and smoke properties of the final product.
It's all about the supplements!
“All oils contain some amount of polyisobutylene, or PIB, as one of the additives,” said Jeffrey Tsu of Pennzoil-Quaker State. “It replaces some residual clarified oil, which provides lubricity but increases smoke.
PIB burns almost without smoke, but burning it in too large quantities leads to the formation resinous deposits on the walls of the combustion chamber." In fact, it is almost rubber, and its composition is very similar to dried rubber glue. Thus, the process of making outboard engine oil becomes a search for the optimal mixture of additives and oil base.
In the US, companies called "blenders" supply the oil base, and only three companies throughout the country supply sets of additives for preparing various mixtures. However, oil sellers put together a variety of combinations that they present as their special oil.
Jff Tsu explained that Pennzoil-Quaker State offers two categories of products: “All of the oils we produce have a composition that exceeds the requirements of the standard. "Pennzoil Premium Outboard TC-W3" outboard motor oil exceeds the requirements of the TC-W3 standard, and "Pennzoil Marine Premium Plus" oil exceeds the named oil, having additional additives."
Great, we say, but why are these additives needed at all? “The oil base itself is much less important than the additives,” says Mercury Marine's director of new technologies. — “All our oils significantly exceed the requirements of the standards. The two most important effects achieved with additives are lubrication and dissolution.
In fact, all final oils differ precisely in the balance between additives. Sometimes additives interfere with each other, which is why Mercury works directly with additive suppliers, and we also do a significant amount of research ourselves to find the optimal additive ratio, the best way suitable for our engines."
Extending motor life
Other major engine manufacturers have a similar philosophy: “When we certify an oil, we are primarily concerned with the longevity of the engine, not with marketing a new grade of oil,” says Claude Van Plato, manager of the marine components and accessories department at Yamaha. . As evidence, he cited an intense research program carried out by Yamaha specialists in Baja before introducing the new Yamalube oil to the market.
Residual clarified oil increases the solubility of additives and carries them to the combustion chamber, allowing atomizers and solvents to be together during the process of cleaning the chamber from combustion products. The sprayer keeps stripped soot particles and polishing agents separated so that they cannot be deposited on piston rings. Solvents carry unwanted particles, primarily soot, through the exhaust valve. This prevents the formation of carbon deposits on the piston rings. Carbon deposits can cause the most serious damage motor.
According to Dave Greenwood, who is responsible for quality and process testing at Suzuki, Suzuki two-stroke oil is tested not only to prevent carbon deposits, but also to protect against corrosion. - “When working car engines they heat up more than outboard ones, and therefore burn out the moisture in the engine more completely,” Greenwood patiently explains. “With outboard motors operating almost entirely in the water, it is of utmost importance to create special oils, effectively protecting the engine at lower temperatures than automobile ones. We conduct extensive testing of our formulations to ensure that our oil is best suited to the performance characteristics of our engines.”
Most two-stroke oils are mineral oil based, but today you can find more and more synthetic oils. For example, Mercury produces a partially synthetic Opti-Max oil, about which Steve Befel says that there is no standard to which this oil could be compared: “Opti-Max oil is not certified to comply with the TC-W3 standard, in in general, simply because it is unclear why this is needed at all - this oil’s properties significantly exceed the requirements of the TC-W3 standard.”
Befel explains that this oil is partially synthetic because the synthetic component significantly reduces the cost of the final product, but some properties must be sacrificed. In general, again the search for the optimum at a given price.
The Bombardier concern promotes a partially synthetic oil containing the CarbEx component, which cleans the combustion chamber, for use in its Evinrude Ficht Ram Injection outboard motors. Bombardier Evinrude & Johnson June Parts Accessories Product Manager Larry Koszczak states, “CarbEx has polarized molecular compounds that find carbon particles and hold them in the liquid. Carbon bound by CarbEx molecules cannot remain on the piston and in the combustion chamber and is carried out."
Nissan and Tohatsu also offer synthetic oils. “We are offering a new synthetic oil that is designed specifically for use in our new TLDI (two-stroke low-pressure direct injection) outboard engines,” said the maintenance manager for Marubeni Engine and Power Corporation, which owns the company. Nissan and Tohatsu. “We also recommend this new oil for use in our existing carbureted two-stroke outboard engines.
This oil, which exceeds the requirements of the TC-W3 standard, provides maximum protection not only motors of a new technical level, but also traditional motors, and at a reasonable price.”
Jeff Tsu reviews more expensive types oils with additional additives, as a kind of sensible precaution: “As a consumer, I say to myself, “I just shelled out several thousand dollars for this outboard motor, so I should buy the oil that best protects my money!” However, as an ordinary seller, I can safely say that this oil complies with the TC-W3 industrial standard, which takes into account everything necessary to protect the engine, and by law, engine manufacturers do not have the right to require the engine buyer to use only theirs own oil. In America we are used to thinking that more is better. But it is not always the case".
I invite the reader to make his own choice. You can find a store with the biggest discounts and buy cheap oil, hoping that it can provide the engine with satisfactory protection, or you can buy the most expensive branded oil with all possible additives and hope that these extra additives will actually give the engine additional protection.
All oils marked with the TC-W3 standard are good. All that remains is to choose the best oil.
Based on materials from an article of the same name by John Brownlee. Translation by Pavel Dmitriev.
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The design of two-stroke outboard engines is such that oil lubricates engine parts when it enters the engine along with gasoline, and then burns along with the fuel. Two-stroke engine oil is actually mixed with the fuel, and with direct fuel injection, the mixing occurs in the combustion chamber.
In four-stroke engines, oil circulates in the system due to the operation of the oil pump and does not enter the combustion chamber during engine operation - this is the main difference from two-stroke engines.
Long-term development of two-stroke engines in the industry has been reduced to reducing emissions that contain unburned oil, and also to developing a quality of oil that allows the use of less of it in fuel, at the same time the oil should better lubricate the rubbing parts of the engine and extend the service life of the engine . This means significantly reduced emissions to meet environmental regulations, no warranty repair issues, and increased customer satisfaction through less maintenance and repairs.
The TC–W3 ® trademark is owned by the NMMA (National Marine Manufacturers Association), which has developed over the years through extensive testing and research, and has achieved the level of quality necessary to meet the above objectives. Going one step further, now that two-stroke engines have been developed with higher cylinder temperatures and higher compression ratios, this type of lubricant also helps reduce EPA (Environmental Protection Agency) emissions.
The TC-W3 ® standard has demonstrated the necessary performance qualities for lubrication under these more severe cylinder-engine operating conditions.
The TC-W3 ® standard is based on requirements that include various bench tests for fluidity, solubility, rust, compatibility, etc., as well as engine tests to evaluate oil performance. The following two-stroke engines were used for testing: Johnson 40 hp, Johnson 70 hp, Mercury 15 hp, which were operated under severe conditions for 100 hours each. Two additional engine tests are also carried out to ensure a high level of lubricant quality. The testing process is comprehensive and expensive, but is worth it for the results obtained for consumers and manufacturers.
After testing, the required quality oils required for TC-W3 ® certification tests by NMMA-certified laboratories, NMMA licensed two-stroke lubricants for sale, were obtained. TC-W3 ® oils are licensed worldwide and recommended for use in two-stroke engines.
From personal experience, using two-stroke engines, I have tried about 8 brands of oils and I can add: the inscription TC-W3 The packaging of the oil does not indicate that it is real oil. TC-W3. Those. not all oils TC-W3 are the same - guaranteed to meet the standard TC-W3 oils from well-known manufacturers that can be used without fear.
In confirmation: a list of TC-W3 oils that have been certified according to NMMA requirements. Find the oil that you, the vodka-motor man, feed to your friend - the two-stroke outboard motor!
Most outboard motor manufacturers have created their own types of motor oils, which are usually significantly more expensive than standard motor oils available on the market. Since almost all of these oils meet the requirements of the TC-W3 standard, how do they differ from each other and which oil is better for this engine?
Most outboard motor manufacturers have created their own types of motor oils, which are usually significantly more expensive than standard motor oils available on the market. Since almost all of these oils meet the requirements of the TC-W3 standard, how do they differ from each other and which oil is better for this engine?
Despite the fact that the outboard motor market is steadily filling up with more advanced four-stroke engines, today the vast majority of outboard motors installed are two-stroke, and this situation will continue for the foreseeable future.
And since everyone runs two-stroke engines, the topic of choosing the best oil for a two-stroke outboard motor is one of the most discussed among anglers.
Various arguments for and against a particular oil fill numerous Internet forums, where perplexed engine owners try to figure out how best to save the investment hanging on the transom. And this is not a joke, it’s a lot of money! The cost of outboard motors has been growing continuously in recent years, so maintaining the performance of an outboard motor is a very, very important issue.
Most questions center around the choice of whether to use motor oil from the outboard motor manufacturer, or whether to use regular, cheaper two-stroke motor oil.
Since everything related to boats and motors is becoming more expensive, the cost of oil is also rising all the time, so if you often have to go fishing, branded oil can make a big hole in your family budget. Ordinary motor oil can be found on sales, despite the fact that such oil is obviously cheaper than from the engine manufacturer or its dealers.
What is the TC-W3 standard?
Most modern two-stroke outboard engine oils meet the TC-W3 standard. This standard was developed by the National Marine Manufacturers Association of the United States (NMMA), which organizes and conducts almost all motorboat exhibitions in this country.
The TC-W3 standard replaced the TC-WII standard, developed in the early 90s, thanks to which lead disappeared from our gasoline after the 80s. The industry has developed a method and means of assessing how an oil lubricates and protects an engine, and the TC-W3 standard serves as the state-of-the-art measure of these properties of motor oils. The requirements of the TC-W3 standard are primarily aimed at maintaining the cleanliness of the piston rings, despite the fact that the lubricating qualities of oils are now significantly higher than the requirements that were once set by the TC-WII standard.
To receive TC-W3 certification from NMMA, a motor oil must pass a series of rigorous tests. Tests using the NMMA method are carried out on four different outboard motors: two Evinrudes of 40 and 70 hp, one Mercury of 15 hp. and a 50-horsepower Yamaha. On each engine, the oil is tested in different operating modes.
For example, a 40-horsepower outboard motor is used to study piston ring wear, and a 70-horsepower outboard is used to measure carbon deposits on the piston. Each engine allows you to analyze a specific set of properties of a specific motor oil.
If the results of all tests for a given type of oil meet or exceed the requirements of the TC-W3 standard, then this oil is recognized as meeting the requirements of the standard, and the container in which the oil is sold can be marked with a mark of compliance with the TC-W3 standard, which confirms the fact of certification of the product.
Is this information enough? Should this simply be taken as advice to buy TC-W3 certified oil? Is there actually something else that makes them different?
We tried to find out from several companies that sell two-stroke engine oil what, if anything, distinguishes their particular product from TC-W3 base oil. Almost all of them claim that their oil exceeds the minimum requirements of the TC-W3 standard for protective properties due to the addition of additives that increase lubricity and help keep engine internal components clean.
Many modern two-stroke oils are produced from a medium viscosity oil base. The oil base makes up about 60% of the final product. The residual clarified oil (produced from the vacuum residue from the primary distillation of petroleum) is then added, usually no more than 5%, although sometimes up to 17% of the volume. The residual clarified oil has excellent lubricating properties and makes the oil more flexible.
Up to 20% of the final product is a solvent, which acts as an activator and helps the oil mix better with gasoline (it should be remembered that there are many engines in operation to this day, the fuel mixture for which must be pre-prepared).
Less than one percent of them have a special coloring that would help distinguish pre-mixed gasoline from pure gasoline. The remaining substances in the oil are additives, which may (or may not) include polyisobutylene, commonly called PIB. PIB is a synthetic oil that is used to control the lubricity and smoke properties of the final product.
It's all about the supplements!
"All oils contain some amount of polyisobutylene, or PIB, as one of the additives," said Jeffrey Tsu of Pennzoil-Quaker State. “It replaces some residual clarified oil, which provides lubricity but increases smoke.
PIB burns with almost no smoke, but burning it in too large quantities leads to the formation of resinous deposits on the walls of the combustion chamber." In fact, it is almost rubber, and its composition is very similar to dried rubber glue. Thus, the process of making outboard motor oil turns into a search for the optimal mixture of additives and oil base.
In the US, companies called "blenders" supply the oil base, and only three companies throughout the country supply sets of additives for preparing various mixtures. However, oil sellers put together a variety of combinations that they present as their special oil.
Jff Tsu explained that Pennzoil-Quaker State offers two categories of products: “All of the oils we produce have a composition that exceeds the requirements of the standard. "Pennzoil Premium Outboard TC-W3" outboard motor oil exceeds the requirements of the TC-W3 standard, and "Pennzoil Marine Premium Plus" oil exceeds the named oil, having additional additives."
Great, we say, but why are these additives needed at all? “The oil base itself is much less important than the additives,” says Mercury Marine's director of new technologies. – “All our oils significantly exceed the requirements of the standards. The two most important effects achieved with additives are lubrication and dissolution.
In fact, all final oils differ precisely in the balance between additives. Sometimes additives interfere with each other, which is why Mercury works directly with additive suppliers, and we also do a significant amount of research ourselves to find the optimal additive ratio that best suits our engines."
Extending motor life
Other major engine manufacturers have a similar philosophy: “When we certify an oil, we are primarily concerned with the longevity of the engine, not with marketing a new grade of oil,” says Claude Van Plato, manager of the marine components and accessories department at Yamaha. . As evidence, he cited an intense research program carried out by Yamaha specialists in Baja before introducing the new Yamalube oil to the market.
Residual clarified oil increases the solubility of additives and carries them to the combustion chamber, allowing atomizers and solvents to be together during the process of cleaning the chamber from combustion products. The atomizer keeps stripped soot particles and polishing agents separated so that they cannot be deposited on the piston rings. Solvents carry unwanted particles, primarily soot, through the exhaust valve. This prevents the formation of carbon deposits on the piston rings. Carbon deposits can cause the most serious engine damage.
According to Dave Greenwood, who is responsible for quality and process testing at Suzuki, Suzuki two-stroke oil is tested not only to prevent carbon deposits, but also to protect against corrosion. “During operation, car engines heat up more than outboard engines, and therefore burn out the moisture in the engine more completely,” Greenwood patiently explains. “Given that outboard motors operate almost entirely in water, it is of utmost importance to create special oils that effectively protect the engine at temperatures lower than those of automobiles. We conduct extensive testing of our formulations to ensure that our oil is best suited to the performance characteristics of our engines.”
Most two-stroke oils are mineral oil based, but today you can find more and more synthetic oils. For example, Mercury produces a partially synthetic Opti-Max oil, about which Steve Befel says that there is no standard to which this oil could be compared: “Opti-Max oil is not certified to comply with the TC-W3 standard, in in general, simply because it is unclear why this is needed at all - this oil’s properties significantly exceed the requirements of the TC-W3 standard.”
Befel explains that this oil is partially synthetic because the synthetic component significantly reduces the cost of the final product, but some properties must be sacrificed. In general, again the search for the optimum at a given price.
The Bombardier concern promotes a partially synthetic oil containing the CarbEx component, which cleans the combustion chamber, for use in its Evinrude Ficht Ram Injection outboard motors. Bombardier Evinrude & Johnson June Parts Accessories Product Manager Larry Koszczak states, “CarbEx has polarized molecular compounds that find carbon particles and hold them in the liquid. Carbon bound by CarbEx molecules cannot remain on the piston and in the combustion chamber and is carried out."
Nissan and Tohatsu also offer synthetic oils. “We are offering a new synthetic oil that is designed specifically for use in our new TLDI (two-stroke low-pressure direct injection) outboard engines,” said the maintenance manager for Marubeni Engine and Power Corporation, which owns the company. Nissan and Tohatsu. “We also recommend this new oil for use in our existing carbureted two-stroke outboard engines.
This oil, which exceeds the requirements of the TC-W3 standard, provides maximum protection not only for new technology engines, but also for traditional engines, and at a reasonable price.”
Jeff Tsu views the more expensive types of oils with additional additives as a kind of sensible precaution: “As a consumer, I say to myself, 'I just shelled out several thousand dollars for this outboard motor, so I should buy the oil that best protects my money!' » However, as an ordinary seller, I can safely say that this oil complies with the TC-W3 industry standard, which takes into account everything necessary to protect the engine, and by law, engine manufacturers do not have the right to require the engine buyer to use only their own oil. In America we are used to thinking that more is better. But it is not always the case".
I invite the reader to make his own choice. You can find a store with the biggest discounts and buy cheap oil, hoping that it can provide the engine with satisfactory protection, or you can buy the most expensive branded oil with all possible additives and hope that these extra additives will actually give the engine additional protection.
All oils marked with the TC-W3 standard are good.
All that remains is to choose the best oil.
Based on materials from the article of the same name by John Brownlee
(John Brownlee). Translation by Pavel Dmitriev.
Oil for two-stroke outboard motors with water cooling Swd Rheinol Twoke OUTBOARD PM - all-season semi-synthetic oil. Manufactured in Germany by Rheinischer Schmierstoffvertrieb GmbH.
Thanks to innovative additives, this oil for 2-stroke outboard engines will protect your equipment from the formation of deposits on the pistons, coking of rings, jamming and prevents fouling of spark plugs and the effect of glow ignition in the most different conditions use. Can be used for both separate lubrication (Autolube system) and fuel mixture. Prevents harmful formations in the combustion chamber. It is highly resistant to oxidation and thermal decomposition.
By purchasing Rheinol Twoke OUTBOARD PM oil, you will protect your outboard motor and be able to operate it in any mode, incl. at long work at high speeds and at high temperatures.
Benefits of Reynol oil:
Provides protection for spark plugs from contamination, the occurrence of glow ignition effects from overheating of spark plugs;
- has stable high-temperature viscosity at high loads
- protects against wear and metal corrosion
- maintains a stable oil film on the engine walls during extreme conditions operation
- supports the engine in perfect condition and ensures maximum service life
Used all-season in two-stroke outboard engines, including Johnson, Mercury, OMC, Evinrude, Mariner, Force, Mercruiser, Yamaha, Suzuki, Nissan and Tohatsu, as well as in all engines for which oils to N.M.M.A specifications are recommended. TCW3, as well as in medium-boost two-stroke engines air cooling, for example, used in lawn mowers and chain saws.
Specifications: N.M.M.A. TC-W3
Characteristics:
| Swd Rheinol Twoke OUTBOARD PM | Unit. | Indicators | Standard/method |
| Density at 15°C | kg/l | 0, 877 | DIN 51 757 |
| Kinematic viscosity at 40°C | mm²/s | 48 | DIN 51 562 |
| Kinematic viscosity at 100°C | mm²/s | 7,2 | DIN 51 562 |
| Viscosity index | 160 | DIN ISO 2909 | |
| Pour point | °C | -42 | DIN ISO 3016 |
| Flash point | °C | 80 | DIN IS0 2592 |
| Color | green | ||
| Base number | mg KOH/g | 10,2 | DIN ISO 3771 |
| Ash content | wt. % | <0,01 | DIN 51575 |
