The American Automobile Manufacturers Association (AAMA) and the Japan Automobile Manufacturers Association (JAMA) jointly created the International Lubricant Standardization and Approval Committee (ILSAC). On behalf of this committee, quality standards for gasoline engine oils are issued. passenger cars: ILSAC GF-1, ILSAC GF-2, ILSAC GF-3, ILSAC GF-4 and ILSAC GF-5.

The main differences between ILSAC oils

• low volatility (according to NOACK or ASTM);
• good filterability at low temperatures(trial General Motors);
• low tendency to foam (test ASTM D892/D6082 Sequence I-IV);
• mandatory fuel economy (ASTM, Sequence VIA test);
• low phosphorus content (to prevent catalyst clogging)

ILSAC classification for gasoline engines.

When dividing motor oils into classes, the International Committee for Standardization and Approval lubricants relies heavily on API classification. Thus, there are five categories for gasoline engines; diesel engines are not included in the ILSAC classification.

Quality category	Description
GF-1	Outdated , introduced in 1996 Meets quality requirements API classifications SH, viscosity grades SAE 0W-XX, SAE 5W-XX, SAE 10W-XX; where XX - 30, 40, 50, 60
GF-2	Outdated , introduced in 1997. Meets the quality requirements of API SJ classification, viscosity classes SAE 0W-20, SAE 5W-20
GF-3	Built in 2001. Meets the quality requirements of the API SL classification. It differs from GF-2 and API SJ by significantly better antioxidant and anti-wear properties, as well as lower volatility. The requirements for ILSAC GF-3 and API SL classes are largely the same, but GF-3 class oils are necessarily energy-saving.
GF-4	Built in 2004. Meets the quality requirements of the API SM classification with mandatory energy-saving properties. SAE viscosity grades 0W-20, 5W-20, 0W-30, 5W-30 and 10W-30. Differs from category GF-3 in higher oxidation resistance, improved cleaning properties and less tendency to form deposits. In addition, oils must be compatible with catalytic exhaust gas recovery systems.
GF-5	Introduced on October 1, 2010. Meets the quality requirements of the API SN classification. SAE viscosity grades 0W-20, 5W-20, 0W-30, 5W-30. It differs from the GF-4 category in improved energy saving by 0.5%, enhanced anti-wear properties, provides reduced formation of sediment in the turbine, and a noticeable reduction in carbon deposits in the engine.
GF-6	ILSAC Specification GF-6 is currently in development and will likely be split into two sub-specifications. The ILSAC GF-6A will be fully compatible with the predecessor ILSAC GF-5, but will offer improved fuel economy, engine protection and enhanced features to maintain system longevity. ILSAC GF-6B will have similar characteristics to ILSAC GF-5A, but will accommodate oils with reduced viscosity, like xW-16, to achieve the fuel economy offered by the new SAE 16 viscosity grade.

Our stores offer motor oils with ILSAC classification:

Products of a German refinery AVISTA OIL- lubricants TM MOTOR Gold. Company Car market "KAR-GO" is official representative stamps MOTOR GOLD concern AVISTA OIL on Russian territory.	Texaco®- These are high-tech lubricants of the highest category (premium segment). World famous lubricant brand Texaco® symbolizes high standards quality, precision, stability, reliability and advanced technology.	Idemitsu poured into almost all engines Japanese cars in production. Japanese brand "Idemitsu" is a world-famous manufacturer. Company Car market "KAR-GO" is official dealer stamps IDEMITSU on the territory of the Ulyanovsk region.

Learn more about the ILSAC GF-5. Comparison with GF-4

GF-5 is an oil category adopted on October 1, 2010. There are many articles devoted to this topic. Therefore, in addition to the basic concepts, our company will try to highlight those data about which the least is written on the Russian Internet.

Further, speaking of SN/GF-5 as one new concept, I would like to differentiate, since each of them carries slightly different content and requirements (more specifically, the GF-5 marking implies more stringent requirements)

Comparative chart of oil properties according to ILSAC specification

The main points that have undergone changes in the process of the so-called. upgrade GF-4 ⇒GF-5, are the following 3 points:

Energy saving properties as well as an emphasis on increasing the life of these properties.

Enhanced anti-wear properties (oils for better protection) of the engine

Compatible with emission control systems.

Let's take a closer look at ILSAC_GF-5. The most basic change is enhanced energy-saving properties, the presence of which is evidenced by the GL-5 mark. Of course, not the biggest breakthrough in technology (about 0.5% more than GF-4), so how much better it has become is not easy to judge.

The laboratory testing method has also changed from Sequence VIB to Sequence VID

That is, the type of engine used during testing has been updated. Until today, the tests used a V8 4.6L internal combustion engine of the 1993 FORD brand. It, being outdated, did not fully answer modern requirements, inherent in modern cars, and also had certain deviations in the calculations that did not provide the necessary accuracy.Now it was decided to use a 2008 GM V6 3.6L internal combustion engine. This increases the degree of confidence in test results.

Additional Thermal Test Method for Oxidation Resistance

All SM category oils in mandatory pass the TEOST MHT-4 oxidative resistance test. In addition to this, category GF-5 implies an additional test TEOST-33C.

I repeat, this is not a change, but an addition of another method. Namely, when carrying out TEOST-33C, the degree of reappearance of sediment in the turbine is observed. This test shows that the oil can be used in turbo engines. Therefore, we can recommend oils of the SN/GF-5 category to owners of such cars.

It is also worth noting that the GF-2 category was also tested by TEOST-33C, the results of which showed a 2-fold reduction in the formation of sediment (varnish deposits on heated parts) from 60 mg to less than 30 mg.

About sulfur and phosphorus content

As in the case of the SM/GF-4 category, the phosphorus content is strictly limited at a level from 0.08 to 0.06%, so the anti-wear properties will not decrease, but at the same time, a limitation has been introduced on the amount of evaporated phosphorus. This means that phosphorus-containing additives will be more stable and will not lose their properties.

As for sulfur, there is one change only in the viscosity part of 10w-30, where its content is reduced from 0.7% to 0.6%. The rest of the products remained unchanged with GF-4 at 0.5%. Reducing sulfur levels is achieved through the use of more advanced base oils, in which the sulfur concentration is lower.

Let us recall that an increased concentration of sulfur and phosphorus negatively affects the performance of afterburning catalysts and neutralizers, while these components are used in the most important additives. Therefore, maintaining a balance between some properties of oils, without allowing a decrease in others, is very important aspect in light of the latest requirements for this product.

By the way, all of the above properties meet and sometimes exceed the standards regulated by the approvals of automakers. (MB 229.5: Sulfur 0.5% Phosphorus 0.11%)

The main aspect of this category is the pronounced properties that prevent the appearance of deposits. Perhaps this is the most noticeable change for motorists due to the increase in category. Let's remember what this affects. Oils lose their properties when used for a long time in harsh conditions.

The so-called process Oil aging looks like this:

In contrast to the SM category, indicators such as the formation of sludge in the engine, on the engine valve cover, and on the mesh filter element have become more demanding. The requirements for the formation of carbon deposits on the piston have also been tightened, which has led to improved cleaning properties for this unit.

Changes in viscosity classification

Following changes in the SAE J300 provision, the minimum permissible value of HTHS (High Temperature High Shear Rate, i.e. high temperature - high shear strength or oil stability.), i.e. viscosity at high temperature 150 degrees and high speed shear - this indicator characterizes the operation of oil in the crankshaft bearings at its high rotation speed. Measured in mPa.s

In relation to viscosities 0W,5W,10W-40, this figure is increased from 2.9 to 3.5 cp. As for viscosities 15W and 20W, the figure remained at the same level - 3.7cp. That is, within the SN category, oils with an upper viscosity limit of 40 must have an indicator identical to the European requirements automakers ACEA A3 (HTHS more than 3.5 cp. At 150 degrees). Also, these oils began to meet ACEA requirements, in which compatibility with oil seals is mandatory, which is a definite advantage for owners of European cars.Added compatibility with E85 biofuel

That's just it short description main changes associated with the emergence of a new category. To summarize, I would like to note the advantages inherent in GF-5, as well as improved qualities and compatibility with oil seals of the SN category itself.

Comparison of ILSAC GF-5 and API SN

Requirements	Specific viscosity SAE	ILSAC GF-5	API SN for ILSAC classes	API SN for other classes	API SN resource saving
Foam test method A		1 min	1 min	10 min	1 min
Phosphorus, min%		0.06 min	0.06 min	0.06 min	0.06 min
Phosphorus, max. %	0.08 max	—	—	0.08 max
Phosphorus retention, %	79 min	—	—	79 min
Stand TEOST MHT-4 mg		35 max	35 max	45 max	35 max
Stand TEOST 33C, mg	For 0W20
Elastomer compatibility		Yes	Yes	Yes	Yes
Solidification index (gelation)		12 max	12 max	—	12 max
Emulsification resistance		Yes	No	No	Yes
Sulfur, % max.	0W and 5W	0.5 max	No	No	0.5 max
Sulfur, % max.	10W	0.6 max	No	No	0.6 max
Stand ROBO Seq.IIIGA		Yes	Yes	No	Yes
Seq.VID	0W-X	2.6/1.2 min	No	—	2.6/1.2 min
Seq.VID	5W-X	1.9/0.9 min	No	—	1.9/0.9 min
Seq.VID	10W-30	1.5/0.6 min	No	—	1.5/0.6 min

Testing of ILSAC and API motor oils

			GF-1	GF-2	GF-3	GF-4	GF-5
			SH	S.J.	SL	S.M.	SN
Year of introduction			1992-93	1996	2001	2004-05	2010
Tests and parameters
Corrosion protection			Seq.lllD	llD	Ball Rust	Ball Rust	Ball Rust
Bearing corrosion, shear stability			L-38	L-38	Seq.Vlll	Vlll	Vlll
Wear and viscosity additives			Seq.lllE	lllE	lllF	lllG&lllA	lllG & ROBO
Valve wear			—	—	Seq.lVA	lVA
Low temperature deposits			Seq.VE	V.E.	VG	VG	VG
Fuel economy			Seq.VI	VIA	VIB	VIB	VID
Viscosity			Sae J300	Sae J300	Sae J300	Sae J300	Sae J300
Phosphorus content			0.12 max	0.10 max	0.10 max	0.06-0.08	0.06-0.08
Phosphorus holding capacity			—	—	—	—	79%
Sulfur content,%			—	—

The Japan Automobile Manufacturers Association (JAMA) and the American Automobile Manufacturers Association (AAMA) jointly created the International Lubricant Standardization and Approval Committee (ILSAC). The committee issues quality standards for oils for gasoline engines of passenger cars: ILSAC GF-1, ILSAC GF-2, ILSAC GF-3, ILSAC GF-4 and ILSAC GF-5.

The main differences between ILSAC oils

• low volatility (according to NOACK or ASTM);
• good filterability at low temperatures (tested by General Motors);
• low tendency to foam (test ASTM D892/D6082 Sequence I–IV);
• mandatory fuel economy (ASTM, Sequence VIA test);
• low phosphorus content (to prevent catalyst clogging).

GF-1 (Long outdated)
Complies with API SH quality classification; with viscosity classes: SAE 0W-XX, SAE 5W-XX, SAE 10W-XX; where XX - 30, 40, 50, 60

GF-2 (Introduced since 1996)
Meets quality requirements according to API - SJ, with viscosity classes in addition to GF-1: SAE 0W-20, 5W-20

GF-3 (Introduced since 2001)
Complies with API SL classification. Significantly different from API SJ and GF-2 and is pronounced best properties on anti-oxidation, anti-wear, volatility.
The requirements for ILSAC GF-3 and API SL class oils largely coincide, but GF-3 class oils are energy-saving.

GF-4 (Introduced since 2004)
Complies with API SM classification with mandatory energy-saving properties. SAE viscosity grades 0W-20, 5W-20, 0W-30, 5W-30 and 10W-30.
It differs from the GF-3 category in its higher oxidation resistance, improved cleaning properties and less tendency to form deposits. In addition, oils must be compatible with exhaust gas catalytic systems.

To date, the most modern class quality according to API/ILSAC counts SN/GF-5– this is a category of oils, adopted October 1, 2010
There is a lot of basic information on these classifications on the Internet, which is quite enough for some, but for completeness of information, and for general development, let’s delve deeper into this topic.

The following 3 items are the main ones that have changed as a result of the transition from GF-4 to GF-5:

• Energy-saving properties and increasing the duration of action of these properties.
• Enhanced anti-wear properties for the engine.
• Compatible with emission control systems.

First of all, the most basic change in the ILSAC-GF-5 is its enhanced energy-saving properties. Judging by the numbers, it does not look convincing - approximately 0.5% more than in GF-4, but nevertheless this is a significant indicator.

The laboratory testing method has also changed from Sequence VIB to Sequence VID

Tests are carried out on another, more modern engine. Previously, the tests used Ford engine V8 4.6L 1993 release. Being outdated, it did not meet modern requirements, and also gave errors in calculations.

Now they use a GM V6 3.6L engine from 2008. This transition increased the degree of confidence in test results.

Additional thermal oxidative test method fortitude

By the way, this is not a change, but an addition to another method. During TEOST-33C, the reappearance of sediment in the turbine is observed. This test shows that the oil can be used in turbo engines. Therefore, we can recommend oils of the SN/GF-5 category to owners of cars with turbocharged engines.

It is also worth noting that the GF-2 category was also tested by TEOST-33C, according to the results of which it was noted that the formation of sediment (varnish deposits on heated parts) decreased by 2 times from 60 mg to less than 30 mg.

As in the case of the SM/GF-4 category, the phosphorus content is strictly limited at a level from 0.08% to 0.06%, so the anti-wear properties will not decrease, but at the same time, a limitation has been introduced on the amount of evaporated phosphorus. This means that phosphorus-containing additives will be more stable and will not lose their properties.

Reducing sulfur levels is achieved by using more advanced base oils that have lower sulfur concentrations.

When will you give birth on your own? motor oils, then keep in mind that an increased concentration of sulfur and phosphorus negatively affects the performance of afterburning catalysts and neutralizers, but you can’t do without them, because these components are included in the most important additives. Therefore, maintaining a balance between some oil properties, without allowing a decrease in others, is a very important issue when meeting the requirements for motor oils.

So far, all of the above properties meet and sometimes exceed the standards and tolerances regulated by automakers. (MB 229.5: Sulfur 0.5% Phosphorus 0.11%)

SN category

The main advantage of this category of oils is their pronounced properties that prevent the appearance of deposits. Perhaps this is the most tangible achievement, and therefore the category of motor oils has been increased. What does this mean? Oils lose their properties when long work in conditions in which a person, of course, could not stand))). This is a high temperature, hellish, I would say, and a lot of rubbing elements that have to be lubricated in this difficult situation. And create even more on lubricated surfaces protective film. Like everything in this world, oil also ages. The aging process of engine oil looks like this:

a：Fuel→hydrocarbons→soot→sludge (carbon deposits)→oil aging

b：Fuel→sulfur→sulfuric acid derivatives→depletion of additives→sludge (carbon deposits)→oil aging

c：Oil→hydrocarbons→derivatives of oxidants→depletion of additives→sludge (carbon deposits)→oil aging

g：Impurities→abrasive substances, dust, water →sludge (carbon deposits)→oil aging

In contrast to the SM category, indicators such as the formation of carbon deposits in the engine, on the engine valve cover, and on the mesh filter element have become qualitatively higher. The requirements for the formation of carbon deposits on piston system. The cleaning properties of this unit have been improved.

But a logical question arises: why does carbon deposits and strange black tar deposits appear in the engine (engine), including under valve cover, which is scary to open, so as not to collapse in horror from what you see. As an experienced car service worker, I will answer this question: do not skimp on car repairs, do not buy cheap spare parts and materials, as as a result you will invest much more in repairs, and you will have to repair more or even lose your car. When purchasing spare parts, oils, and other materials, always check the integrity and contents of the packaging. It is clear that you will taste the motor oil in the store, but check that the packaging matches the brand you are purchasing. Fortunately, the Internet is available almost everywhere and for everyone. So finding out by what parameters to determine the original will not be difficult.

Changes in viscosity classification

In relation to viscosities 0W, 5W, 10W-40, this figure is increased from 2.9 to 3.5 or something. As for viscosities 15W and 20W, the indicator remained at the same level – 3.7. That is, within the SN category - oils with an upper viscosity limit of 40 must have an indicator identical to the requirements European automakers ACEA A3 (HTHS more than 3.5 cp. At 150 degrees). Also, these oils began to meet ACEA requirements, in which compatibility with oil seals is mandatory. But the seals must also be of high quality; remember what I wrote above about saving money in car repairs. High-quality branded gaskets and seals victor reinz

Following changes in the SAE J300 provision, the minimum permissible value of HTHS (High Temperature High Shear Rate, i.e. high temperature - high shear strength or oil stability.), i.e. viscosity at high temperature 150 degrees and high shear rate - This indicator characterizes the operation of oil in the crankshaft bearings. Measured in mPa.s

Added compatibility with E85 biofuel

Here is just a small description of the main changes associated with the emergence of a new category. To summarize, I would like to note the advantages inherent in GF-5, as well as improved qualities and compatibility with oil seals of the SN category itself.

Comparison of ILSAC GF–5 and API SN

Requirements	Specific viscosity SAE	ILSAC GF-5	API SN for ILSAC classes	API SN for other classes	API SN resource saving
Foam test method A		1 min	1 min	10 min	1 min
Phosphorus, min%		0.06 min	0.06 min	0.06 min	0.06 min
Phosphorus, max. %	0.08 max	-	-	0.08 max
Phosphorus retention, %	79 min	-	-	79 min
Stand TEOST MHT–4 mg		35 max	35 max	45 max	35 max
Stand TEOST 33C, mg	For 0W20
Elastomer compatibility		Yes	Yes	Yes	Yes
Solidification index (gelation)		12 max	12 max	-	12 max
Emulsification resistance		Yes	No	No	Yes
Sulfur, % max.	0W and 5W	0.5 max	No	No	0.5 max
Sulfur, % max.	10W	0.6 max	No	No	0.6 max
Stand ROBO Seq.IIIGA		Yes	Yes	No	Yes
Seq.VID	0W–X	2.6/1.2 min	No	-	2.6/1.2 min
Seq.VID	5W–X	1.9/0.9 min	No	-	1.9/0.9 min
Seq.VID	10W–30	1.5/0.6 min	No	-	1.5/0.6 min

Testing of ILSAC and API motor oils

Category ILSAC			GF–1	GF–2	GF–3	GF–4	GF–5
API category			SH	S.J.	SL	S.M.	SN
Year of introduction			1992–93	1996	2001	2004–05	2010
Tests and parameters
Corrosion protection			Seq.lllD	llD	Ball Rust	Ball Rust	Ball Rust
Bearing corrosion, shear stability			L–38	L–38	Seq.Vlll	Vlll	Vlll
Wear and viscosity additives			Seq.lllE	lllE	lllF	lllG&lllA	lllG & ROBO
Valve wear			-	-	Seq.lVA	lVA
Low temperature deposits			Seq.VE	V.E.	VG	VG	VG
Fuel economy			Seq.VI	VIA	VIB	VIB	VID
Viscosity			Sae J300	Sae J300	Sae J300	Sae J300	Sae J300
Phosphorus content			0.12 max	0.10 max	0.10 max	0.06–0.08	0.06–0.08
Phosphorus holding capacity			-	-	-	-	79%
Sulfur content,%			-	-	-	0.5–0.7	0.5–0.6

If you patiently read the entire article to the end, then I sincerely congratulate you and invite you to ours. We are located in the southwest of St. Petersburg - a car service center with a good reputation. Call, contact, ask: +7-952-270-56-56, we will tell you how much repairs cost, what spare parts are best to purchase, it is not always necessary to spend money on expensive original spare parts, as it is high-quality analogues. I will say more, many analogues are used in the production of your car, only the badge is placed on them with the brand of the car and the spare part becomes “original”. But this is an interesting topic for another article. Good luck to everyone on the roads.

Strictly speaking, motor oils are classified according to their viscosity-temperature properties and quality level. In the first case, we need to talk about the system SAE classification, which is generally accepted throughout the world. But if you try to separate oils by quality class, everything doesn’t look entirely clear. One of the newly created quality standards is called ILSAC, and we will consider it further. Note that this standard is being developed by American and Japanese auto manufacturers under the leadership of the International Lubricant Standards Committee (ILSAC).

As in American system API, the ILSAC standard distinguishes between materials intended for gasoline engines and for diesel engines. But the requirements developed now only apply to gasoline engines. You shouldn’t be surprised to see the inscription “For gasoline” on the label, while according to the API the material corresponds to the SJ/CF class, which is related to “diesels” and gasoline internal combustion engine simultaneously. About which one modern systems classification is more accurate (API, ILSAC, GOST), we will not discuss. Let us only note that the later the standard was developed, the more relevant it is.

What is it?

In total, the ILSAC standard provides five quality classes, from GF-1 to GF-5. Please note that if the motor oil meets one of the specified classes, it is suitable for use with a gasoline engine. But this does not mean that it cannot be used with diesel engines. The ILSAC standard does not address the requirements for diesel oil, which can sometimes be confusing when choosing.

How to use it

The higher the ILSAC class of oil, the better and more modern it is. For example, class GF-2 is the same as API SJ, but provided that the material meets one of the listed SAE viscosity classes: from 0W-X to 10W-X, where X is 30-60, as well as 0W- 20 and 5W-20. The highest quality class according to ILSAC corresponds to the class API quality SM. But the requirements API standard here supplemented by the following points:

• Dynamic viscosity should be in the range of 2.6-2.9 mPa*s;
• The material must have low foaming rates, volatility, and good filterability at low temperatures;
• A low phosphorus content is regulated, which helps save the iridium catalyst when operating an internal combustion engine with direct injection.

As you can see, the ILSAC system is more modern than the API. The requirements are stricter, which means there is more trust. Lukoil produces oils that meet the requirements of class GF-4. Choose the best for your car!

When purchasing lubricants,

pay attention to the stated specifications and

tolerances on containers.

Example

SAE 5W-20

ACEA A5/B5

API SN/SM, SL/CF, CF-2

ILSAC GF-5/C-3

GM-LL-A-025/GM-LL-B-025

VW 502.00/505.00, MB 229.31

BMW Longlife-04

Viscosity classification according toSAE

SAE- The American Society of Automotive Engineers, which assigns a viscosity grade to oils according to a scale it developed. Most common all-season oils with double index, for example SAE0 W-30, 0 W-40, 5 W-30, 5 W-40 and others. The smaller the value on the left with the abbreviation W , the higher the oil's fluidity properties at low temperatures. The larger the value on the right without the abbreviation W, the higher the oil viscosity at high temperatures. The oil is changed taking into account not only its type specified by the vehicle manufacturer, but also the ambient temperature, conditions of its use and other factors. For example: 5 W-30 (motor oil), 85W-90 (gear oil).

ViscositySAEand temperature environment, necessary when starting the engine

Engine oil Transmission oil

When choosing the viscosity level of engine oil, you should follow the manufacturer's recommendations specific engine. These recommendations are based on the design features of the engine - the degree of load on the oil, hydrodynamic resistance oil system, oil pump performance, maximum oil temperatures in various engine zones depending on ambient temperature, engine configuration catalytic filter diesel particulate matter (CDPF)

Purpose and quality

Oil quality is a set of properties that is necessary for the oil to perform as intended. Some properties, such as viscosity, are basic for all oils, regardless of their purpose, while others are necessary only under certain conditions of use and in each specific case are characterized by separate quality indicators.

To facilitate the selection of oil of the required quality for a specific engine type and operating conditions, classification systems have been created. Within each system, motor oils are divided into series and categories based on quality level and intended use. These series and categories were created at the initiative of international organizations of oil refining companies and automakers, taking into account design features various types engines and their operating conditions. Purpose and quality levels are the basis of the oil range. Due to differences in designs and operating conditions, there are currently several classification systems for motor oils - API/ ILSAC , JASO, ACEAand GOST (for CIS countries).

The US Military Department and most large manufacturers cars are being pulled out Additional requirements to the quality of motor oils. Thus, along with generally accepted classification systems, there are also requirements (specifications) of car manufacturers.

Classification systemAPI

API- The American Petroleum Institute, which assigns quality classes to oils according to the tests it conducts. The quality class is indicated on the label by two letters for gasoline engines ( S.M., SN), letters and numbers for diesel engines ( C.I.-4 Plus, C.J.-4 ). The higher alphabet order the second letter in the designation, the higher the oil class. Besides, API assigns oils with viscosity 0 W-30, 5 W-30, 5 W-20 energy saving index, for example ILSACCF-5.

● APIS consists of quality categories of motor oils for gasoline engines, in chronological order. For each new generation an additional letter is assigned in the alphabet : APIS.A., APIS.B., APIS.C., APISD, APIS.E., APISF, APIS.G., APISH, APIS.J., APIS.M. And APISN. Categories API S.A. , API S.B., APIS.C., APISD, APIS.E., APISF, APIS.G. APIS.J. today are considered invalid as obsolete, however, in some countries oils of these categories are still produced, category APISH is “conditionally valid” and can only be used as an additional, for example APIC.G.-4/ SH;

API STANDARD FOR MOTOR OIL FOR PETROL ENGINES
CATEGORY	STATUS	DESCRIPTION
SN	CURRENT	Introduced in October 2010 for vehicles 2011 and older. Motor oil of this category provides better protection from high temperature deposits on pistons, reduction of low temperature deposits (resins) and enhanced compatibility with sealing parts. The API SN Resource Conserving category combines resource-saving properties API characteristics SN with improved fuel efficiency, turbocharger component protection, emission control compatibility, and additional engine protection when using ethanol containing fuels up to E85. Thus, this category can be equivalent to ILSAC GF-5.
S.M.	CURRENT	For vehicles manufactured 2010 and older.
SL	CURRENT	For vehicles manufactured 2004 and older.
S.J.	CURRENT	For vehicles manufactured 2001 and older.
SH	OBSOLETE
S.G.	OBSOLETE
SF	OBSOLETE
S.E.	OBSOLETE	ATTENTION! Should not be used in gasoline engines of vehicles manufactured after 1979.
SD	OBSOLETE	ATTENTION! Should not be used in gasoline engines of vehicles manufactured after 1971. Use in more modern engines may lead to worsening performance characteristics or breakdowns.
S.C.	OBSOLETE	ATTENTION! Should not be used in gasoline engines of vehicles manufactured after 1967. Use in more modern engines may result in poor performance or failure.
S.B.	OBSOLETE	ATTENTION! Should not be used in gasoline engines of vehicles manufactured after 1951. Use in more modern engines may result in poor performance or failure.
S.A.	OBSOLETE	ATTENTION! Does not contain additives. Should not be used in gasoline engines of vehicles manufactured after 1930. Use in more modern engines may result in poor performance or failure.

● APIWITH consists of categories of quality and purpose of oils for diesel engines, in chronological order. For each new generation an additional letter is assigned in the alphabet : APIC.A., APIC.B., APICC, APICD, APIC.E., APISF, APICF-2, APICF-4, APIC.G.-4, APIC.I.-4 And APIC.J.-4. Categories APIC.A., APIC.B., APICC, APICD today they are declared invalid as obsolete, however, in some countries oils of these categories are still produced;

API STANDARD FOR DIESEL ENGINE OIL
CATEGORY	STATUS	DESCRIPTION
CJ-4	CURRENT	For high-speed four-stroke diesel engines from 2010 model year, meeting the requirements of toxicity standards exhaust gases for on-road vehicles and Tier 4 for off-road vehicles, as well as for previously produced diesel engines. Oils in this category are designed for use in engines designed to use diesel fuel with a sulfur content of up to 500 ppm (0.05% by weight). However, when using fuel with a sulfur content greater than 15 ppm (0.0015% by weight), the service life of the exhaust aftertreatment system may be reduced and the oil change interval may be reduced. CJ-4 oils are particularly effective in maintaining the longevity of the emission control system of diesel engines that use particulate filters and other advanced aftertreatment systems. Provides optimal protection against catalytic converter contamination, clogging particulate filter, engine wear, piston deposits, soot and oxidative thickening, viscosity loss due to shear and foaming, as well as low and high temperature stability. Oil API categories CJ-4 exceeds the performance properties of API CI-4 (including CI-4 PLUS), CI-4, CH-4, CG-4 and CF-4 oils, and can serve as their full replacement. When using CJ-4 oil in combination with fuel whose sulfur content exceeds 15 ppm, you should check the oil change intervals with the engine manufacturer.
CI-4	CURRENT	Introduced in 2002. For high-speed four-stroke engines, meeting the requirements of exhaust toxicity standards introduced in 2002. CI-4 oil is aimed at maintaining the durability of engines with exhaust gas recirculation (EGR) systems and is intended for use with diesel fuel, in which the sulfur content does not exceed 0.5% by weight. Can be used in place of CD, CE, CF-4, CG-4 and CH-4 oils. Due to their performance properties, some CI-4 oils can qualify for the CI-4 PLUS category.
CH-4	CURRENT	Introduced in 1998. For high-speed four-stroke engines meeting 1998 emission standards. CH-4 oil is intended for use with diesel fuel in which the sulfur content does not exceed 0.5% by weight. Can be used in place of CD, CE, CF-4 and CG-4 oils.
CG-4	OBSOLETE	Introduced in 1995. For highly loaded, high-speed four-stroke engines running on fuel with a sulfur content of no more than 0.5% by weight. CG-4 oil is required for engines that meet 1994 emissions standards. Can be used in place of CD, CE and CF-4 oils.
CF-4	OBSOLETE	Introduced in 1990. For high-speed naturally aspirated and supercharged four-stroke engines. Can be used instead of CD and CE oils.
CF-2	OBSOLETE	Introduced in 1994. For highly loaded two-stroke engines. Can be used instead of CD-II oils.
CF	OBSOLETE	Introduced in 1994. For diesel engines with two-cavity combustion chambers (indirect injection) and others installed on off-road equipment, including engines that run on fuel with a sulfur content of more than 0.5% by weight. Can be used instead of CD oils.
C.E.	OBSOLETE	Introduced in 1985. For high-speed naturally aspirated and supercharged four-stroke engines. Can be used instead of CC and CD.
CD-II	OBSOLETE	Introduced in 1985. For two-stroke engines.
CD	OBSOLETE	Introduced in 1955. For some naturally aspirated and supercharged engines.
CC	OBSOLETE	ATTENTION! Should not be used in diesel engines, released after 1990.
C.B.	OBSOLETE	ATTENTION! Should not be used in diesel engines manufactured after 1961.
C.A.	OBSOLETE	ATTENTION! Should not be used in diesel engines manufactured after 1959.

● APIEWITH (ILSAC) - energy-saving oils (Resource Conserving). New row high quality oils, consisting of low-viscosity, easy-flowing oils that reduce fuel consumption according to the results of tests on gasoline engines.

Reducing oil viscosity can provide fuel savings in a warm engine of 0.6-5.5% (with a decrease in high-temperature viscosity), and in a cold engine - 1.0-6.5% (with a decrease in low temperature viscosity). With an optimal combination of motor and transmission oil Fuel savings of 2.7-10.9% can be achieved. Newest Categories Oils certified by API, in case of compliance with ILSAC requirements, are designated by the “API Certification Mark”, the so-called “Starburst” mark. This mark can only be assigned to energy-saving, highly volatile oils highest level quality, with SAE viscosity 0W-.., 5W-.. and 10W-...

The system of requirements for ILSAC GF series oils is integral part API systems Quality Assurance American Oils(EOLCS). ILSAC class GF-3, verified in terms of fuel economy, meets the requirements of the API class SM classification; ILSAC Class GF-4 corresponds to the API Class SM classification. For example: API SN successful completion of fuel economy test = ILSAC GF-5.

ILSAC STANDARD FOR ENGINE OIL FOR PASSENGER VEHICLES
EDITION	STATUS	DESCRIPTION
GF-5	CURRENT	Introduced October 2010 for 2011 and older vehicles. GF-5 engine oil provides superior protection against high temperature deposits on engine pistons and turbocharger components, reduced low temperature deposits (tar), reduced fuel consumption, improved emission control system compatibility, enhanced seal compatibility, and additional engine protection during using fuels containing ethanol up to grade E85.
GF-4	OBSOLETE	Valid until September 30, 2011. Use GF-5 oil instead of GF-4.
GF-3	OBSOLETE	Use GF-5 oil instead of GF-3.
GF-2	OBSOLETE	Use GF-5 oil instead of GF-2.
GF-1	OBSOLETE	Use GF-5 oil instead of GF-1.

Universal oils for gasoline and diesel engines are indicated by two symbols of the corresponding categories: the first is the main one, and the second indicates the possibility of using this oil for engines of another type. For example: API CG-4/SH oil, optimized for use in diesel engines, but it can also be used in gasoline engines for which oil of the API SH category and lower (SG, SF, SE, etc.) is prescribed.

Attention: each of the subsequent standards is superior in quality to the previous one, therefore latest standards The quality is superior to all previous ones. For example, SN class oils can be used instead of all classes for gasoline engines.

SignsAPI

Oils that meet the requirements of current quality categories and have passed official API-SAE tests have on their labels a graphic round sign (donut mark) - “API Service Symbol”, which indicates the SAE viscosity grade, quality category and API assignments and possible degree energy saving.

ACEA - European Association Car Manufacturers. If these letters are present on the label, then the oil is suitable for use in engines. European cars. Classes ACEA also divided into diesel and gasoline.

CAR MANUFACTURER APPROVALS - some car companies, such as Porsche, Mercedes- Benz, BMW, VW, Ford, They impose additional requirements on oils for engine protection, fuel efficiency, extended service life, etc. Information about the approval you require and the required intervals between oil changes can be found in service book your car.

Classification of motor oils. API, ILSAC, ACEA. Branded approvals of automakers. Recommendations for selecting oil.

Selecting engine oil for a specific engine is not an easy task. A mistake in choice can be very expensive! The motorist has two options: choose it yourself or trust a car service. But car service centers also employ people who can make mistakes. In order to eliminate errors when selecting engine oil, there are standards.

There are several standardization systems for motor oils. The SAE J300 system, which regulates the only characteristic of motor oil - viscosity, was discussed earlier. Now about operational classifications. The first international, truly working system was the API ( American Petroleum Institute). It remains the most common to this day. The simplicity and clarity of this system lies in the fact that over time, new standards are developed, and old ones cease to be relevant. Moreover, each new classification tightens the requirements for motor oil, which means the higher the standard, the better the oil.

API classification divides all motor oils into two categories:

S(Service) – oils for gasoline engines of passenger cars, light trucks and minibuses.

C(Commercial) – oils for diesel engines.

Each category is divided into classes. The higher the class, the higher the level of oil requirements. Thus, oil is designated by two letters. The first is a category, the second is a class. For universal oils double marking is used, for example: SL/CF.

There is no point in considering outdated classifications.

For gasoline engines The following classes are used today:

S.J.– oils for gasoline engines that meet high requirements regarding engine oil consumption. Contribute to fuel efficiency. Designed for cars from 1997 to 2001.

SL– introduced in 2001. Tightened requirements for the protection of components that reduce harmful emissions. The energy-saving properties of oils have been improved.

S.M.– this class of oils was approved on November 30, 2004. Such oils have better detergent, dispersant and anti-wear properties. Classified as energy saving.

SN– classification of oils according to this standard began on October 1, 2010. This is the newest API class today. It introduces standards to limit the amount of phosphorus to increase the life of exhaust gas aftertreatment systems. SN class oil is resource-saving.

For diesel engines:

CF– Oil for diesel engines with a split combustion chamber and running on sulfur fuel.

CF-4– classification replaced the outdated CE

CG-4– designed for diesel engines high power. They have improved (compared to CF-4) cleaning and anti-wear characteristics. Can be used with low sulfur fuel (less than 0.05%).

CH-4– oil for diesel engines running on low-sulfur fuel. For engines that meet US emissions regulations introduced in 1998. Oil of this class is designed for an extended service interval.

CI-4– For high-speed, four-stroke diesel engines. These oils are designed for use in engines with an exhaust gas recirculation (EGR) system. The level of properties exceeds API classes CH-4, CG-4, CF-4.

CJ-4- New class. Put into operation in 2006. The quality surpasses all previous classes. Designed for diesel engines running on low sulfur fuel.

Attention! When using fuel with a sulfur content of more than 0.0015%, service intervals must be reduced (in agreement with the vehicle manufacturer).

The downside is that the engines different manufacturers(and sometimes even one) can differ quite greatly in technical performance. This means that the requirements for motor oil for such engines will be different.

ILSAC(International Lubricant Standardization and Approval Committee) - was created jointly by the American and Japanese automobile manufacturers associations. This committee issues quality standards for motor oils for gasoline engines of passenger cars. The first two classes (GF-1 and GF-2) are obsolete and are not used today.

ILSAC GF-3– introduced in 2001. It practically duplicates API SL, but with high temperature limitation dynamic viscosity, that is, it is energy saving.

ILSAC GF-4– oils are also energy saving. They are compatible with aftertreatment systems and provide improved wear protection. The level of requirements corresponds to API SM.

ILSAC GF-5– applied since October 1, 2010 and complies with API SN. Compared to GF-4, it works with biofuel type E 85. Compatibility with elastomers has been improved.

The ILSAC classification is most widespread in Japan.

ACEA. In Europe, neither ILSAC nor API is practically used. In 1996 ACEA(Association of European Automobile Manufacturers) introduced a new classification of motor oils, which is still used today. But the structure of ACEA standards differs from API and ILSAC in that outdated classifications are not replaced by new ones, but are clarified and supplemented regularly. For today, latest edition ACEA 2012. New editions were released in 2004, 2007, 2008, 2010 and 2012. Changes in standards are dictated by the introduction of new technologies in engine production, and also take into account the requirements of international environmental organizations and standards. Today, ACEA is the most complete and flexible motor oil classification system. It is practically not used in Asian and American market. Modern tendencies are such that car manufacturers are uniting into transcontinental holdings, and it is possible that in others (not European markets) ACEA's role will increase.

The ACEA standard system divides all motor oils into three classes:

A/B– oils for gasoline and diesel engines of passenger cars.

WITH– oils for gasoline and diesel engines of passenger cars that comply with the latest, stricter Euro IV exhaust gas environmental requirements (as amended in 2005). These oils are compatible with catalysts and particulate filters.

E– oils for high-load diesel engines trucks and commercial vehicles.

ACEA Class A/B has four categories (A1/B1, A3/B3, A3/B4, A5/B5):

A1/B1 - Energy saving oils. Resistant to mechanical destruction, intended for use with extended drain intervals in gasoline and diesel engines of passenger cars and light trucks Vehicle, developed for the use of low-viscosity oils that reduce friction, with HTHS viscosity 2.6 mPa*s for SAE xW-20 and from 2.9 to 3.5 mPa*s for other viscosity grades. These oils may not be suitable for use in some engines. The vehicle manufacturer's instructions must be followed.

A3/B3- Oils with high operational properties, intended for use in highly accelerated gasoline and diesel engines of passenger cars and light commercial vehicles. Can be used in engines with extended oil change intervals in accordance with engine manufacturers' recommendations. HTHS >3.5

A3/B4– Oils with stable viscosity and high performance properties. Oils with high performance properties, intended for use in highly accelerated gasoline and diesel engines with direct injection fuel, Common system Rail or pump injectors. Also suitable for use according to specification A3/B3.

A5/B5– Energy-saving oils. Resistant to mechanical degradation, intended for use with extended drain intervals in high-performance gasoline and diesel engines of passenger cars and light commercial vehicles, designed for the use of low-viscosity friction-reducing oils with an HTHS viscosity of 2.9 to 3.5 mPa*s for other classes viscosity These oils may not be suitable for use in some engines. You must follow the vehicle manufacturer's recommendations.

ACEA C class(Low SAPS). Oils for engines equipped with exhaust gas aftertreatment systems. This class also has four categories (as amended in 2012):

C1- Energy saving oils with low content sulfur, phosphorus and minor sulfate ash content(Low SAPS). Compatible with exhaust gas treatment systems (TWC and DPF). Designed for use in high-performance gasoline engines and diesel engines of light vehicles, which require the use of low-viscosity oils that reduce friction and HTHS viscosity > 2.9 mPa*s. They have the most stringent requirements among Low SAPS oils in terms of sulfur content (<0,2%), фосфора (<0,05%) и сульфатной золы (<0,05%). Эти масла увеличивают срок службы сажевых фильтров (DPF) и трехкомпонентных катализаторов (TWC), а также обеспечивают экономию топлива. Данные типы масел имеют низкий показатель SAPS и могут быть непригодны для использования в некоторых видах двигателей. Необходимо руководствоваться инструкцией по эксплуатации производителя.

C2- Energy-saving oils with low sulfur, phosphorus and low sulfate ash content (Low SAPS). Compatible with exhaust gas treatment systems. Designed for use in gasoline and diesel engines of passenger cars, which require the use of low-viscosity oils that reduce friction and HTHS viscosity > 2.9 mPa*s. These oils extend the life of diesel particulate filters (DPF) and three way catalysts (TWC) and provide fuel economy. These types of oils have a low SAPS value and may not be suitable for use in some types of engines. The manufacturer's operating instructions must be followed.

C3- Category oils with stable viscosity and low sulfur, phosphorus and low sulfate ash content (Low SAPS). Compatible with exhaust gas treatment systems. Designed for use in gasoline and diesel engines of light vehicles. The most popular category among Low SAPS oils. HTHS > 3.5. These oils may not be suitable for use in some engines. The manufacturer's operating instructions must be followed.

C4- Oils with stable viscosity and low sulfur, phosphorus and low sulfate ash content (Low SAPS). Compatible with exhaust gas treatment systems. Designed for use in gasoline and diesel engines of light vehicles. The category was first introduced in the 2008 edition. These oils have the most stringent volatility requirements among Low SAPS oils (<11%), содержанию серы (<0,2%) и сульфатной золы (<0,05%). HTHS >3.5. These oils extend the life of diesel particulate filters (DPF) and three way catalysts (TWC). These types of oils have a low SAPS value and may not be suitable for use in some types of engines. You must follow the vehicle manufacturer's recommendations.

Classification ACEA for trucks:

E4- Increased stability oils for use in high-speed diesel engines of trucks that meet the requirements of Euro I, Euro II, Euro III, Euro IV and Euro V, which operate under particularly severe operating conditions, for example, significantly extended oil change intervals. Provides excellent piston cleanliness, reduced wear and soot formation. The oils are suitable for engines not equipped with diesel particulate filters (DPF), as well as for some engines equipped with an exhaust gas recirculation (EGR) system and a selective catalytic reduction (SCR NOx) system to reduce the level of nitrogen oxides in the exhaust gases.

E6- Increased stability oils for use in high-speed diesel engines of trucks that meet the requirements of Euro I, Euro II, Euro III, Euro IV, Euro V and Euro VI, which operate under particularly severe operating conditions, for example, significantly extended oil change intervals. Provides excellent piston cleanliness, reduced wear and soot formation. The oils are recommended for engines equipped with diesel particulate filters (DPF) and running on low-sulfur fuel.

E7- Oils with stable viscosity and high performance properties, ensuring the cleanliness of the pistons and preventing polishing of the cylinder walls. The oils also provide improved wear and soot protection and lubricity stability. Recommended for use in high-speed diesel engines that meet the requirements of Euro I, Euro II, Euro III, Euro IV and Euro V. The oils are suitable for engines not equipped with particulate filters (DPF), as well as for most engines equipped with an exhaust gas recirculation system ( EGR) and selective catalytic reduction (SCR NOx) system to reduce the level of nitrogen oxides in the exhaust gases.

E9- Increased stability oils for use in high-speed diesel engines of trucks that meet the requirements of Euro I, Euro II, Euro III, Euro IV, Euro V and Euro VI, which operate under particularly severe operating conditions, for example, significantly extended oil change intervals. Can be used in engines with or without diesel particulate filters (DPF), as well as most EGR systems and SCR NOx systems. Recommended when using fuel with low sulfur content.

Even the most detailed, general classifications cannot always take into account the design features of a particular engine, so car manufacturers reserve the right to put forward their own requirements or additions to general standards. Such requirements are usually called registered or proprietary tolerances of car manufacturers. The presence of such tolerances may indicate both the design features and materials used, and the desire of the equipment manufacturer to control the quality of motor oils. In addition, the existence of these requirements makes it possible for car manufacturing companies to earn additional money by issuing approvals for motor oils.

Today, all European automakers have formulated their requirements for motor oils.

For oil manufacturers, testing products and obtaining approval from the automaker results in additional costs. Therefore, oil manufacturers often introduce into their product range a line of so-called OEM oils, aimed at specific car manufacturers.

In the vehicle's operating manual, the consumer can find indications of both general, international standards and the manufacturer's proprietary approvals. In addition, there are always recommendations for oil viscosity.

In practice, it can be difficult to understand the abundance of tolerances and recommendations. Still, there are some rules when choosing motor oil.

The starting point when selecting engine oil for a specific car is the manufacturer's recommendations. They are specified in the vehicle's operating manual. If there is none, you can try to find it on the Internet (with an eye to the reliability of the source) or directly request it from your regional dealer. Branded car services also have such information. Why is it important? No one knows the features of an engine better than its manufacturer. For owners of cars that are under warranty, ignoring the requirements may result in loss of the right to warranty repairs. As a rule, the recommendations contain an indication of the optimal and recommended oil viscosity and the level of oil quality according to one of the international standardization systems (ACEA, API, ILSAC, etc.). If the car manufacturer has its own system of brand approvals, he will definitely indicate the number of the corresponding approval.

Engines with wear require a more viscous oil. Recently, there have been recommendations from car manufacturers to use low-viscosity oils, for example 0W-20, for some models. Only in some cases is this dictated by the design features of the engine, otherwise it is a struggle for fuel economy and the environment. It is customary to remain silent about the reduced service life of such engines. When choosing such oil, make sure that your engine really needs it. If you use 0W-20, use high-quality oil! XENUM NIPPON ENERGY has an ultra-strong oil film! Additional protection would not be superfluous: for example, the ester-ceramic complex XENUM VX500.

Operating conditions include climatic features and modes in which the vehicle is used. The more severe the operating conditions, the higher quality oil must be used. In addition, it is necessary to reduce service intervals.

There are features of selecting oil for hybrid cars. The main idea of ​​the designers when creating them is energy efficiency. In addition, peak loads on such engines are smoothed out. This is ensured by connecting electric motors during acceleration. This means that the requirements for oil film resistance are not so important for them. But energy saving is in the foreground. The engines of such machines are initially designed for low-viscosity oils.

Owners of cars equipped with additional exhaust gas purification systems (particulate filters, multi-stage neutralizers) find themselves in a difficult situation in Russia.

For such cars, it is mandatory to use motor oils with low ash content. If you ignore this requirement, then excess ash quickly clogs the pores of the particulate filter and blocks the active elements of the converter. Electronics will quickly report a malfunction, the elimination of which is a very expensive procedure. Such oil, as a rule, has a low alkalinity number, and for our conditions and our fuel this is extremely undesirable. Owners of such cars need to change the oil almost twice as often.

Cars for sports or street racing, SUVs that are used for their intended purpose deserve special attention.