How to burn a particulate filter?

Everything is simple. You leave on the highway and drive at 3000 rpm for 15-20 minutes.

If you notice smoke, then the regeneration has begun and you should not turn it off, because it will be recorded as unsuccessful.

What oil to use?

Diesel engines use oils that meet one of the following tolerances:

• VW 504.00/507.00
• MB 229.51
• BMW Longlife-04
• Porsche C30
• RN 0720

As well as corresponding to ACEA C3 or C4 approval.

C - a new class - motor oils for diesel and gasoline engines that meet the latest tightened requirements for the ecology of exhaust gases Euro-4 (as amended in 2005). These engine oils are compatible with catalytic converters and diesel particulate filters. Actually, it was the innovations in European environmental requirements that caused the reconstruction of the ACEA classification. Today there are three classes in this new category: C1-04, C2-04, C3-04.

These tolerances correspond to oils:

Low-ash oils for soot. The bottom line is that the soot is burned out and ash remains, which does not burn out, but clogs the honeycombs.

How does a particulate filter work?

Diesel-powered vehicles are subject to strict emission limits. This has led to diesel particulate filters being fitted as standard. In Europe, even many old cars are equipped with DPF filters, and this is subsidized by the state.

The most common type of DPF filter is the "wall-flow" filter. Usually they are made of ceramic material and their structure consists of several parallel channels. This technology is similar to a catalytic converter.

The main task of the DPF filter is to collect soot. Soot accumulates at the end of the channels. Gradually the exhaust gases will have less room to flow and this will cause an increase in pressure. Periodically accumulated soot must be burned. This process is called particulate filter regeneration.

Regeneration is the process of removing accumulated soot from the DPF filter. This can be passive (influenced by the temperature of the exhaust gases during normal vehicle operation) or active (forced), which causes a very high temperature in the exhaust system. This can be implemented in various ways. The most common case is when the temperature increase is achieved through later fuel injection or injection during the exhaust stroke.

DPF filters are equipped with multiple sensors. Pressure sensors are installed before and after the filter. They monitor the flow of exhaust gases. (the amount of accumulated soot that causes restriction in the flow of gases). Nearby are a labda probe and a temperature sensor. They control combustion, temperature and emissions.

In addition to active and passive regeneration, two types of filters are distinguished - with and without a catalytic converter. DPF filters with a catalytic converter have a temperature sensor between the two filters (the catalytic converter and the DPF filter itself). DPF filters without a catalytic converter usually have a temperature sensor in the front.

The question arises - what is the problem? Even with an active and passive system to activate the filter regeneration process, raising the temperature to the desired value over a long period of vehicle operation does not always occur. Even with an active system, the regeneration process does not always start or does not work properly (the soot does not burn completely). One of the causes of soot accumulation is short car trips. If the regeneration process does not start, it will eventually cause the vehicle to jerk and lose power. In addition, excess pressure caused by a clogged DPF can damage the turbine or engine.

At the moment, more and more motorists are choosing diesel cars for economic reasons. Low mileage and frequent city driving can cause these problems and costly DPF filter replacements.

Since 2004, most diesel engines have been equipped with particulate filters - these devices are undoubtedly very important from an environmental point of view (Would you like to breathe soot-laden air?), but cause a lot of problems for car owners.

The fact is that the particulate filter is often a rather short-lived, but at the same time very expensive device: the resource of the particulate filter in practice on average ranges from 80 to 120 thousand kilometers. Average- this means that some are already clogged for 30 thousand km, and some “survive” up to 250 thousand km, and this, in turn, depends on the operating conditions.

Why does the particulate filter fail?

Particulate filter, although its name is more accurate Diesel Particulate Filter (Diesel particlete Filter— DPF, Filter a Particles— FAP, RussPartikelFilter — RPF ) is designed to clean the exhaust gases of diesel engines from soot particles, which are inevitably formed during the combustion of diesel fuel.

Soot is a product of incomplete combustion or thermal decomposition of hydrocarbons such as diesel fuel.

Soot is classified as a lung hazard because particles less than five microns in diameter are not filtered out in the upper respiratory tract. The smoke from diesel engines, which consists mainly of soot, is considered especially dangerous due to the fact that its particles have carcinogenic properties.

Like any other filter, a particulate filter works on the principle of retaining filtered particles inside itself, in its channels and pores - in this way soot accumulates inside the filter and does not enter the air, the car exhaust is clean and “beautiful”, and we breathe clean air.

However, the filter cannot work indefinitely - over time, more and more particles accumulate in it, fewer and fewer channels and pores remain open for the passage of exhaust gases, and at some point the filter becomes “too” clogged.

In this case, the filter must either be changed or cleaned: during the operation of the car, the particulate filter constantly undergoes processes “ regeneration", passive and active, which serve just for self-purification filter from soot accumulation and extending its life.

Operating conditions affecting the particulate filter:

1. Operation in urban mode.

The diesel particulate filter life is much lower in cars that are often used in urban mode: constant braking and acceleration produce a lot of soot ( Have you noticed that the “diesel” smokes precisely when the car is accelerating, in transient conditions?), and short city runs and insufficient heating of the exhaust system do not allow the diesel particulate filter regeneration system to work effectively.

2. Fuel quality.

Fuel quality affects the life of the particulate filter in two ways:

a) "bad" fuel also burns badly and smokes more strongly, forms more soot;

b) “bad” fuel may have an increased ash content - what it is, will be discussed later, now I’ll just say that using “ non-Euro» diesel fuel You will significantly bring the "death of soot".

3. Condition of the fuel system.

The resource of the particulate filter also depends on the state of the fuel system - the worse the fuel system works, the worse the injectors spray, the more soot is formed during the combustion process and the higher the load on the particulate filter.

Do not forget that "poor operation of the fuel system" always (!!!) begins with its (system) pollution: diesel fuel is a petroleum product, which, like oil, forms varnish and resinous deposits that clog both the micro nozzles of the injectors and the fuel rail, and a fuel pressure regulator in the rail and ... This can be read in a separate article.

Therefore, do not neglect the timely and regular maintenance of the fuel system.

4. Engine oil used.

The resource of the particulate filter is also very dependent on the engine oil used, however, this dependence is not at all simple and I I strongly advise you to carefully read the rest of the article.

Do you know that cars with a diesel particulate filter require the use of "special" engine oils?

In what " speciality» diesel oils with DPF ?

Engine oils suitable for use in diesel engines equipped with a diesel particulate filter are produced using Low SAPS technology, which means a low ash content of such oils.

Details about ash content You can read more about other quality parameters of motor oils in a specialized article on our website. www .lubrico .md , here I will only briefly mention that ash ' is the non-combustible residue.

Ash is a non-combustible residue formed from mineral impurities of fuel or oil during its complete combustion.

Ash is a danger to the particulate filter precisely because it fireproof, unlike soot - that is, when regenerating the particulate filter, soot in theory it may all burn out, but the ash will remain and there is no way to get rid of it.

W delicacy engine oil is determined by the content of sulfur and phosphorus in them, as well as their compounds - everything seems to be simple, because modern base oils contain very small amounts of these substances, they are specially purified from them, but the problem is that such refined oils are completely unsuitable for use in engines, therefore, various additives are introduced into their composition (read more in the article), and additives, especially detergents and neutralizers, as well as extreme pressure ( EP) and antifriction, most often based on sulfur and phosphorus compounds, as well as metal compounds, such as calcium or molybdenum.

Thus, low-ash ( Low SAPS) oils are most often oils that contain a reduced amount of additives: detergents, neutralizers, as well as EP and antifriction.

Everything seems to be simple and logical, but if you remember what was said two lines above (read, read the article at the link), then many will have a question:

“How is it that additives are specially added to modern refined oils in order to adapt them (oils) to the needs of the engine, but at the same time they get rid of these same additives ???”

It is logical to assume that low-ash oils obtained by the “saving on additives” method should lose their characteristics earlier, which means they should be inexpensive, but only the protective functions of such oils are much weaker and they need to be changed more often than full-ash !

So what's the savings???

In practice, very many low-ash Low SAPS oils are really sold very inexpensively, although at the same time it is very rarely mentioned that it is necessary to reduce the replacement interval for such an oil - that’s what satisfied drivers “save” ... do they save ???

There is, however, one way to obtain a low ash content of oils without compromising their characteristics - use of ashless (or low ash) additives , that is, such additives that are not based on classical (obsolete) compounds of sulfur, phosphorus, calcium ..., but on the basis of modern synthetic substances that do not contain the above harmful components, but at the same time protect the engine well or even better

Such oils are just as reliable as full-ash ones, but ash-free additives are significantly more expensive than their classic (obsolete) counterparts, and therefore oils with their use are expensive.

A little math...

The ash content of ordinary (full-ash) oils is about 1.2%, that is, the ash content in such oils is about 10 g / liter. In low-ash oils, the ash content is no more than 0.8% - that is, about 6 g / liter.

If the volume of oil in the engine of your car is 5 liters, and the replacement interval is 10 thousand km, then every 100 thousand km 50 liters of oil pass through the engine, and the amount of ash, respectively, will be 500 g for full-ash or 300 g for low-ash oil.

The difference, as you can see for yourself, is 200 g - this is really significant for a particulate filter, BUT (!!!) it is necessary to understand that these 500 or 300 g of ash are contained in the oil and do not fly out of it« just"!

To ash from the oil got into the particulate filter, the oil should burn out in the cylinders or directly in the filter - so you need to know how much oil the engine “eats”.

For example, if the engine oil consumption is 500 ml / 10 thousand km (this is a normal consumption), then approximately 5 liters of oil burn out per 100 thousand km, which is equivalent to 50 g or 30 g of ash from full-ash or low-ash oils, respectively.

Is it a lot, or a little?

The capacity of a typical passenger particulate filter is in the order of 200 g of accumulation. Judging by the calculations, the filter will be completely clogged with full-ash oil in 400,000 km, and in low-ash oil - in 700,000 km.

Well, that's great - the use of low-ash oils increases the life of the particulate filter by more than 300,000 km, or by 75%, this is really very significant !!!

But why, then, in practice, the filter fails after 80,000 km ???

We remember: ash is incombustible remainder, a soot is unburnt remainder. Do you understand the difference?

In theory all soot in the filter periodically burns out and burns out, and only the non-combustible residue is a problem ( ash), which slowly accumulates over hundreds of thousands of kilometers, but in practice soot to burn completely doesn't want and the filters that failed for 30 - 80.000 km are clogged with soot, which for some reason didn't burn out.

For a more detailed description of the processes of soot burning through passive and active regeneration, as well as ways to increase the efficiency of regeneration, I again refer you to the article « while I explain...

How engine oil reduces the efficiency of diesel particulate filter regeneration

You are probably familiar with the concept of engine oil consumption .

Engine oil consumption, otherwise known as " frenzy" is a natural process that always occurs in all engines (if anyone has zero oil consumption, we recommend reading this article).

I won’t tell you exactly how oil consumption occurs here, but I will briefly name two main ways of “burnout” and one additional one, namely:

1. past the piston rings - goes directly into the combustion chamber;
2. crankcase gases - enters the combustion chamber with air through the crankcase ventilation system;
3. leakage through the valves due to worn oil scraper (oil-reflecting) caps.

The oil burns in the cylinders along with the fuel, and the non-combustible residue (ash) reaches the particulate filter with the exhaust gases and, gradually accumulating in it, leads to its blocking - this is in theory.

Above, I demonstrated a [theoretical] calculation of the particulate filter life: I took oil consumption 0.5l / 10.000 km ( ten thousand kilometers), but if your consumption is higher, then it is logical to assume that the filter life is proportionally reduced, that is, if the oil consumption is 2 times more, then the filter life is reduced by 2 times, and so on.

But the biggest problem is that the oil does not burn out completely in the cylinders - most of the oil enters the particulate filter and impregnates and lubricates the accumulated soot, then under the influence of temperature the oil polymerizes and the soot turns into a solid stone mass, which tightly clogs the pores of the filter and does not burnable!!!

Therefore, doubling the oil consumption speeds up the particulate filter blocking rate by a factor of 3, or maybe 4, or maybe even 5 times.

In other words, particulate filter blocking rate is non-linear with oil consumption... about how I wrapped it!

Do not believe the assurances of car manufacturers that oil consumption of 0.5 l / 1,000 km (half a liter of oil per thousand kilometers !!!) is the norm - this is catastrophically high oil consumption !!!

0.5 l / 1.000 km = 5 l / 10.000 km - this actually means that when you change the oil, you will fill one canister (5 L) into the oil system, and pump another canister through the engine cylinders, through the injectors and candles, through the catalyst and a particulate filter, and all this in conditions of the highest exhaust gas temperature, which can reach 800 degrees or more - I don't think this will affect the performance of any of the items listed. ???

Let's sum up the intermediate results.

1. During the combustion of diesel fuel in the engine, for various reasons, significant amounts of soot are formed.

2. The particulate filter is filled with particulate deposits during operation.

3. These soot accumulations are constantly burned out of the filter through passive and active regeneration processes, whereby the filter is self-cleaning.

4. The non-combustible residue - ash - cannot be removed from the filter by regeneration. Theoretically, only the accumulation of ash leads to blockage of the filter and disables it, however, in this case, the theoretical resource of the particulate filter is still very large - about 400,000 km of run.

5. In practice, the main cause of filter blockage and failure is the accumulation of unburned soot.

6. Soot burning in the filter is prevented by a number of factors, one of which is “burning” engine oil, which enters the particulate filter and “cements” soot deposits.

CONCLUSION

Thus, we can conclude that the most important thing is the technical condition of the engine, but let's not forget about the importance of choosing the right engine oil, which should effectively and reliably protect the engine from friction for a long time (from replacement to replacement), overheating and wear, keep the engine clean, while having a minimal impact on the exhaust gas treatment system, in particular on the particulate filter, and other vehicle systems.

What to be guided by when choosing engine oil for a diesel engine with a particulate filter?

As you probably remember, I started the article with the statement that special low-ash oils, however low ash content, in fact, is only in second place in importance - now I will explain.

1. It is necessary to choose oils that provide the lowest possible oil consumption by the engine.

« Does the choice of oil affect its consumption?”- this question is asked by some car owners.

« I know, I know - I need to use higher viscosity oils!' - say others, more experienced.

Well, I can confirm that by choosing the “right” oil, you can significantly reduce its consumption, but for this you need to choose not more viscous oils, but more stable high-quality oils with less volatility and higher film tear strength.

After all, oil (in a technically sound engine) is consumed:

- firstly, by evaporation - oil vapors enter the cylinders with crankcase gases and then into the exhaust system;

- secondly, if the film on the walls of the cylinders is not strong enough, then it breaks off the walls both during the movement of the piston and during a flash of fuel, and also " goes down the pipe«.

Even the lowest ash oil does great harm to exhaust gas purification systems (catalyst, particulate filter) if the engine “eats” it in large quantities.

An engine with high oil consumption is always a problem with the exhaust system, with the turbine, with the exhaust gas recirculation (EGR) valve, with intake / exhaust valves, with spark plugs (on gasoline), with injection system nozzles, with piston rings - a solid list ?

That is why oil consumption should come first, and only then its ash content.

Of course, if the engine is faulty, then no oil can solve its problems, in this case, only the engine needs to be repaired and the causes of oil consumption eliminated - I’m talking now only about serviceable engines.

2. When choosing engine oil, be guided by its ash content.

Ash gets into the exhaust system not only from oil - it is formed during the combustion of fuel, the air, although it is filtered, still contains non-combustible impurities (dust), engine wear particles ... but this is not a reason to neglect the choice of oil ash content.

As they say, “a penny saves a ruble” - your particulate filter (and many rubles / lei / Euro) will save your correct attitude to choosing oil.

As mentioned above, low-ash oil can be "reduced" or contain ash-free additives.

Is it necessary to explain that “reduced additive content” is simply “castrated” oil with reduced detergent, neutralizing and protective characteristics, such oil loses its important properties for the engine much faster and the replacement interval for such oil should not exceed 5,000 km ( Is this the reason for such a short oil change interval on Japanese cars ???).

Oils with ashless additives are much more expensive, but their package of additives is more complete, and if a high-quality, real synthetic base is used in such an oil, then the replacement interval may well reach 50,000 km (this is not a recommendation for changing the oil at such an interval, just an indicator of the possibilities; the actual replacement interval depends on a number of factors - ).

Therefore, when choosing oil, be guided not only by the "passport ash content", but also by the price - there is no "cheap" quality.

Baron Rothschild said:

"I'm not rich enough to buy cheap things."

And now, closer to the point:

You will need a Technical Data Sheet (abbreviated TDS) for each engine oil that you are considering as a "candidate".

This sheet is easy to find on the Internet (the seller most likely will never provide it to you) - just enter in the search engine " Oil namexW-yy TDS» and download the pdf file.

In this leaflet TDS) some oil parameters should be shown, such as viscosity at sub-zero temperatures, at 40 ° C, at 100 ° C ... You are interested in:

- Flash Point Vapors / FlashPointCOC, O C

- Total Base Number / TotalBasenumber(TBN), mgKOH/g

— Ash content (sulfate) / Sulphate Ash, %

1. Flash point of vapors - the higher, the better, preferably above 230 ° C.

If the oil has a low flash point, then it consists of more volatile, more "liquid" components, and this in turn means:

- the oil evaporates more strongly, which means it burns more strongly;

- the oil film is less durable, which means that the oil constantly breaks off the cylinder walls and flies into the exhaust manifold in the form of fine dust, settling in the particulate filter;

- burning oil forms a lot of soot and deposits in the engine, that is, it stains it more.

2. Ash content:

- Low SAPS (low ash) - up to 0.8%;

- Mid SAPS (medium ash) - 0.8 - 1.0%;

- Full SAPS (full-ash) - more than 1.0%

Low SAPS and mid SAPS oils must be labeled ACEA C1 or C2 or C3 or C4.

Despite the seemingly small absolute difference in the amount of ash produced between Low SAPS and Full SAPS, to extend the life of the particulate filter, preference should be given to quality(expensive) Low, or quality Mid SAPS oils.

Guided by these simple rules, you can choose the “right” oil yourself - well, let me give you some recommendations, based on the fact that our site is also an online store and offers a wide selection of motor oils and other products.

All offered www.lubrico.md oils meet the most stringent requirements of the relevant standards.

- oil with very high stability and reliability, surpassing in its parameters many of the most " untwisted (pseudo) synthetic» oils of international brands:

Based on the fact that this is a Full SAPS oil, its use is strictly speaking not recommended on cars with particulate filters, however, if you are currently using any "cool, hyped Low SAPS oil" with a flash point of 215 ° C, such as the much more expensive ones sold by us (pseudo)synthetic Mobil, Shell, Castrol, Esso ... then believe me - VAG XenumoemTOYOTA 5 w-30 - ester-based synthetic motor oil that meets the requirements of the company TOYOTA, recommended for all vehicles of the concern: ToyotaDaihatsu, Scion, LEXUS.

In addition, this oil also meets the specific requirements PSA B71 2290 concern PSA(Peugeot/Citroen) and RN0700 companies Renault.

These and other oils, including extreme and innovative carbon and micro-ceramic engine oils Xenum, guarantee you not only the maximum life of the diesel particulate filter, but also the highest level of engine efficiency, as well as maximum driving pleasure for your car!

Engine oils for diesel engines are more fully suited to the operating conditions of these units, which means they provide better lubrication of parts under any operating load. They must cope with excess soot, pressure, reduce friction and level out poor fuel quality to protect the engine from wear and extend its trouble-free operation.

The review presents engine oils that cope with this task best. The rating was compiled based on the opinions of engine maintenance specialists, as well as feedback from owners who successfully use a certain type of lubricant, pouring it into the diesel engine of their car on an ongoing basis.

Best Synthetic Oils

Synthetic-based motor oils are the best solution for modern diesel vehicles. Only in the first approximation, it seems that the price of synthetics is too high. But the replacement interval for such a lubricating fluid is longer, and you can operate a car without problems all year round.

4 Lukoil Genesis Claritech 5W-30

High cleaning performance
Country Russia
Average price: 1754 rubles.
Rating (2019): 4.6

Lukoil Genesis Claritech 5W-30 multigrade engine oil is perfect for modern diesel engines. Developed on the basis of the latest technology, this product features a reduced ash content, which is very important for extending the life of diesel particulate filters. Thanks to the presence of modern ActiClean additives, this oil has the best dispersing and cleaning properties. This lubricant not only protects engine parts from carbon deposits and sludge deposits, but also effectively removes them.

Lukoil Genesis Claritech 5W-30 engine oil demonstrates the best technical characteristics, both under conditions of maximum loads and in low-temperature conditions. Thanks to this, the power unit of the car is reliably protected, and its service life will definitely be increased. In addition, the oil is economically consumed largely due to reduced volatility and minimal waste costs, which is confirmed by many users in their reviews.

3 TOTAL Quartz 9000 5W-40

Effective friction protection. Durable oil film
Country: France
Average price: 1638 rubles. (4 l)
Rating (2019): 4.7

When the car is operated in difficult conditions, and engine loads are close to maximum, the surest solution would be to fill the engine with TOTAL Quartz 9000 5W-40 (almost a complete analogue of the best French ELF oil). It is this lubricant that is able to maintain such components of modern diesel engines as compressors and turbines for a long time without repair. The high heat capacity of the oil prevents overheating, and active detergent additives dissolve and remove (when replacing) sludge and soot deposits that hinder operation and increase the friction force of parts.

In the reviews of owners who use TOTAL Quartz 9000 5W-40 in their cars on a regular basis, you can see confirmation of the properties of this product described above. The motor runs smoothly, without unnecessary noise and vibration. The good quality of engine oil is also noted to offset the factor of low-quality diesel (with a high sulfur content). The best protection at start-up and peak loads is achieved through resistance to temperature fluctuations. The oil film remains strong up to 150 °C, providing reliable protection of parts against wear.

2 General Motors Dexos2 Longlife 5W-30

Buyer's Best Choice
Country: USA (manufactured in Belgium, Russia)
Average price: 1315 rubles. (4 l)
Rating (2019): 4.8

The popular oil from the well-known American manufacturer General Motors Dexos2 Longlife 5W-30 was developed taking into account the increased needs to provide better engine protection against wear and contamination. This synthetic lubricant can be used for diesel engines all year round due to its high resistance to temperature fluctuations. The absence of sulfur and phosphorus in this oil guarantees a significant increase in the operating life of all engine components and economical fuel consumption. Better penetrating power provides immediate protection to all engine parts.

General Motors Dexos2 Longlife 5W30 engine oil can be poured into all cars manufactured by General Motors, as well as into car brands such as BMW, Mercedes Benz, Volkswagen, Renault, etc. User reviews note the highest quality of this oil and the best efficiency. The disadvantage is its popularity among counterfeit manufacturers, so when choosing, you should focus on a trusted seller.

1 IDEMITSU Zepro EuroSpec 5W-40

Country: Japan
Average price: 2295 rubles. (4 l)
Rating (2019): 5.0

Japanese high-quality synthetics IDEMITSU Zepro Euro Spec 5W-40 provides reliable protection for diesel and gasoline engines. The oil can be used in highly accelerated power units equipped with a turbine. The base synthetic composition is obtained thanks to the patented technology of Idemitsu Kosan. In combination with unique additives, an engine oil with high detergency, excellent lubricity at high temperatures, and stable viscosity in cold weather is obtained. The product not only protects engine parts from corrosion and wear, but also keeps the catalytic converter and particulate filter in good condition in modern cars, SUVs and commercial vehicles.

The owners of diesel cars in the reviews write about the absence of waste, improved dynamics, affordable price and a clean engine. It is even observed in some cars saving diesel fuel.

The best semi-synthetics for diesels

Semi-synthetics remains the most popular type of engine oil among domestic diesel engines. It combines an affordable price and high technical parameters. But in winter, such a lubricant will not thicken only in regions with a temperate climate (up to -20 ° C).

4 TNK Revolux D1 15W-40

The lowest price
Country Russia
Average price: 750 rubles.
Rating (2019): 4.4

This engine oil has been specially developed for imported diesel passenger cars. The basis of the product is created by mixing pure synthetics with a mineral component, and a high-quality additive package ensures the working properties of TNK Revolux D1. I must admit that they are not the worst. So, motor lubricant is the best choice when using diesel with a high sulfur content.

The composition also contains anti-friction and anti-wear active substances that suppress oxidative processes and prevent deposits from forming on the walls of the system. Owners who decide to fill diesel engines with Revolux D1 oil, in their reviews, note good compatibility with other lubricants, as well as stable viscosity under any load. It should be remembered that in winter easy starting is possible only down to -25 ° C - for more severe conditions, it is necessary to choose another product.

3 ELF Evolution 700 STI 10W-40

Good performance for direct injection diesel engines
Country: France
Average price: 1176 rubles. (4 l)
Rating (2019): 4.8

A new generation of semi-synthetic oils ELF Evolution 700 STI 10W-40 is designed for use in gasoline and diesel vehicles with direct fuel injection. With this oil, you can safely go on long journeys or deliver goods on a minibus all day long. At the same time, the parts and mechanisms of the power unit remain clean with a reliable protective layer of lubricant. Semi-synthetics will be an excellent option for diesel vehicles in temperate climates. ELF's advanced technology makes it possible to obtain products with long-term retention of working properties. Therefore, do not be afraid to exceed the engine oil change interval.

User reviews often mention such a characteristic as excellent semi-synthetics for modern diesel engines. For a small price, motorists receive a balanced product. Only in severe frosts is there an increase in viscosity, which makes it difficult to start motors.

2 MOBIL Ultra 10W-40

Optimal combination of price and quality
Country: Finland
Average price: 995 rubles. (4 l)
Rating (2019): 4.9

MOBIL Ultra 10W-40 is a multi-purpose semi-synthetic oil that is an inexpensive, but very high-quality lubrication option for a diesel or gasoline engine. The basis of the product is a mixture of patented extra-class oils, to which advanced additives are added. They provide maximum engine protection in all operating modes. The regular use of Finnish semi-synthetics reduces the wear of parts and mechanisms, makes it easier to start the power unit in cold weather. All engine parts stay clean thanks to the excellent cleaning power of the fluid. Many leading car manufacturers have approved the use of this oil.

Motorists who regularly pour MOBIL Ultra 10W-40 into the engines of their cars note the availability, high quality, and preservation of properties at different temperatures. The disadvantage of the product is thickening during prolonged severe frosts.

1 ROLF Dynamic Diesel 10W-40

The best all-weather semi-synthetics
Country: Germany (produced in Russia)
Average price: 890 rubles. (4 l)
Rating (2019): 5.0

The best semi-synthetic oil for all-weather diesel engines is ROLF Dynamic Diesel 10W-40. It can be poured into both naturally aspirated passenger car engines and turbocharged truck engines. The high quality of the semi-synthetic lubricant was confirmed by such automakers as Mercedes, Renault, Volvo, MAN, Caterpillar, Deutz. Thanks to the innovative additive technology, it is possible to perfectly clean engine parts, protect them from corrosion, and effectively reduce friction during cold starts. A distinctive feature of the oil is the possibility of extending the service life while maintaining the most important parameters.

Domestic car owners who constantly use ROLF Dynamic Diesel 10W-40 semi-synthetics for diesel engines note the availability of the product and its reliability at any time of the year. The motor becomes quieter, starting in cold weather improves. The disadvantages include the lack of a product in some regions.

The best mineral oils for diesel cars

When the vehicle is actively used or has an advanced age, it makes sense to fill in mineral oil for the spring-autumn season. Its low price allows you to add lubricant as it burns out or leaks.

4 MOBIS Premium PC Diesel 10W-30

Optimum friction protection
Country: South Korea
Average price: 1238 rubles.
Rating (2019): 4.8

The engine oil meets the high requirements of South Korean car manufacturers who use MOBIS Premium PC Diesel to fill their diesel engines. Excellent for operation in Russia and can work with diesel, the sulfur content of which exceeds 0.5%. A powerful additive package and a pure mineral base perfectly protect motors in all operating modes.

Based on the feedback from the owners, the oil, on the positive side, has proven itself with constant use, significantly reducing the formation of soot and deposits. At the same time, the operation of the engine becomes more harmonious - despite the fact that it is a mineral oil, MOBIS Premium PC Diesel perfectly reduces friction forces. At the same time, gentle valve protection is observed, which is important at high engine loads. In addition, this oil economically consumes the resource of the particulate filter and allows you to increase the interval between its replacements.

3 LUKOIL Standard SF/CC 10W-40

Best price
Country Russia
Average price: 624 rubles. (4 l)
Rating (2019): 4.8

There are still a lot of old foreign cars with diesel engines riding on the roads of Russia. For them, mineral oil of the domestic manufacturer LUKOIL Standard SF / CC 10W-40 is perfect. The low price allows you to periodically add to the units with a good "oil appetite". Also, mineral water is suitable for running in a diesel engine after a major overhaul. The composition introduced the most advanced antioxidant and dispersant additives. Therefore, with the constant use of lubricating fluid, the engine will not have problems with corrosion, soot and pollution. However, motorists should remember that even the best mineral water is not suitable for the harsh Russian winter.

Owners of used cars successfully use LUKOIL Standard SF/CC 10W-40 mineral oil from early spring to late autumn. The advantages of the product are availability, versatility, good working qualities. Of the minuses, there is a strong thickening in the cold.

2 MOBIL Delvac MX 15W-40

The most economical oil
Country: USA
Average price: 1377 rubles. (4 l)
Rating (2019): 4.8

MOBIL Delvac MX 15W-40 mineral based engine oil is designed for a wide range of diesel engines. It can be poured into both old engines and new ones. A distinctive feature of the product is economical consumption. Many motorists pay attention to the fact that between replacements it is not necessary to add mineral water. At the same time, the oil can withstand the highest loads, which allows it to be used not only in cars or trucks, but in construction and agricultural machinery. The special composition of the product prevents the accumulation of soot, protects parts from oxidation even when using diesel fuel with a high sulfur content. During the operation of diesel engines, a decrease in toxic emissions into the atmosphere is observed.

Owners of a wide variety of diesel vehicles in their reviews point to the economy and versatility of MOBIL Delvac MX 15W-40 oil. Among the shortcomings, users note a large number of fakes and unsuitability for operation at temperatures below -15 ° C.

1 LIQUI MOLY MoS2 Leichtlauf 15W-40

The most reliable engine protection
Country: Germany
Average price: 2069 rubles. (4 l)
Rating (2019): 4.9

Even old cars need good engine lubrication. Mineral oil LIQUI MOLY MoS2 Leichtlauf 15W-40 can extend the life of diesel engines with high mileage. The product contains molybdenum disulfide, which has long proven its protective properties. Mineral water can equally well be poured into both old aspirated engines and engines with turbochargers and catalysts. Due to its good viscosity, the oil quickly penetrates into all corners of the engine, even in cold weather. With regular use, the cleanliness of all parts and assemblies will pleasantly surprise the car owner. It is allowed to increase the replacement interval with a gentle operation of the car.

Domestic motorists are well acquainted with LIQUI MOLY MoS2 Leichtlauf 15W-40 mineral oil. In the reviews, they speak positively about the protective, lubricating, washing properties of the product. The disadvantages include incompatibility with other motor oils.

The best diesel oils for winter

If frosts below -25 ° C are not uncommon in the region, then winter oil will help to operate a diesel car daily. It retains its working properties in severe frosts, reducing wear on engine parts during cold starts.

3 Motul 8100 X-max 0W-30

High washing performance. Low freezing point
Country: France
Average price: 3570 rubles. (4 l)
Rating (2019): 4.9

In modern turbocharged diesel engines, the use of Motul 8100 X-max 0W-30 engine oil in harsh winter conditions allows you to use the resource of the power plant as carefully as possible. The lubricant demonstrates resistance to thermal oxidation and shear, well dissolves and retains soot and carbon deposits, cleaning the engine of existing contaminants. This reduces friction in problem areas, and if you fill in oil on a regular basis, you can achieve a significant increase in engine life.

Those who chose Motul 8100 X-max 0W-30 lubricant, in their reviews indicate a reduction in diesel consumption (up to 1.7%), noise and vibration. Easy start-up in cold weather is also noted - a stable and durable film remains on the parts even during prolonged parking, providing lubrication of the nodes in the first seconds after the engine starts. The pour point of the oil is 51 ° C, which allows it to be used in many northern regions of the country.

2 IDEMITSU Zepro Touring Pro 0W-30

The best combination of price and quality
Country: Japan
Average price: 2387 rubles. (4 l)
Rating (2019): 5.0

In conditions of extremely low temperatures, IDEMITSU Zepro Touring Pro 0W-30 synthetic oil will help out. It is based on pure polyalphaoleins (PAO) and special additives. Oil can be poured into gasoline and diesel engines equipped with turbines and catalysts. The composition contains molybdenum compounds, which are responsible for the quiet operation of the diesel engine. The retardation of aging was achieved due to the purity of synthetics and the minimum content of additives. The use of VHVI technology makes the lubricant resistant to low temperatures, maintains fluidity and reduces resistance during cold starts. The product is supplied to the domestic market only in metal containers.

In the reviews, car owners from the northern regions of the country note such properties of IDEMITSU Zepro Touring Pro 0W-30 oil as an affordable price and excellent quality. Even at -30°C, the diesel engine starts easily and runs quietly.

1 CASTROL TURBO DIESEL 0W-30

The most gentle engine start
Country: Germany (produced in Belgium)
Average price: 3333 rubles. (4 l)
Rating (2019): 5.0

When diesel equipment needs to be constantly operated in the conditions of the Russian winter, CASTROL TURBO DIESEL 0W-30 will provide a reliable and careful start of the engine. This synthetic is intended for use in diesel engines with turbochargers and catalysts. The special formula prevents pollution of the exhaust line due to the low level of hazardous compounds in the exhaust gases. The high-quality oil film has been made durable using the innovative TITANIUM FST™ technology. Diesel cars can work in extreme conditions for a long time. The product has been approved by well-known car manufacturers such as Volkswagen, Mercedes and BMW.

Owners of diesel cars do not skimp on epithets in the reviews. They consider CASTROL TURBO DIESEL 0W-30 the best oil for harsh winters. The engine starts easily, runs confidently, and does not require topping up between changes.

During operation of a diesel engine, as a rule, complete combustion of fuel does not occur. As a result, together with the exhaust (exhaust) gases, components harmful to humans and the environment, including soot, enter the atmosphere. To reduce the concentration of the latter, a particulate filter is used. In English option - Diesel Particulate Filter (DPF).

Design and arrangement in the system

The particulate filter belongs to the exhaust system and can be located next to the converter or combined with it into a single structure (in this case it is located near the exhaust manifold, which ensures gas filtration at maximum temperature). The device is used only in vehicles running on diesel fuel, and, unlike the catalyst, which is installed on gasoline engines, it cleans the exhaust exclusively from soot particles.

particulate filter

Structurally, the particulate filter consists of the following elements:

• Matrix. It is made of silicon carbide (ceramic) and is a system of thin channels with a cross section in the form of a square or octagon. The ends of the passages are alternately closed, and the walls have a porous structure, due to which the soot lingers inside and settles on the walls.
• Frame. Made from metal. It has an input and output channel.
• Sensors for measuring pressure (differentials at the inlet and outlet).
• Inlet and outlet temperature sensor.

Features of the operation and operation of the particulate filter

Passing through the particulate filter, contaminants settle on the walls of the matrix, resulting in the formation of purified gases at the outlet. Gradually, the filter cells fill up and clog, preventing the passage of exhaust gases. This leads to a decrease in engine power, indicating that it needs to be cleaned or replaced.

The service life of the particulate filter depends on the operating conditions of the vehicle. On average, manufacturers recommend performing a condition check every 100,000 kilometers. The actual range of filter contamination is from 50 to 200 thousand kilometers. To extend the resource, it is necessary to regularly regenerate and change the engine oil in a timely manner.

Types and tasks of regeneration

The location of the particulate filter in the exhaust system

Particulate filter regeneration is a procedure for burning soot deposited in the matrix. Regeneration is of two types:

• Passive - carried out by increasing the temperature of the exhaust gases. This can be done by accelerating the engine to maximum load (about 15 minutes of driving at 3000 rpm or more) or by adding additives to diesel fuel that reduce the temperature of soot combustion.
• Active - performed when the main mode of engine operation does not provide the required indicators for passive regeneration. To do this, a forced increase in temperature is performed for a while. The temperature increase is achieved in various ways - due to late or additional injection on the exhaust stroke, an electric heater or additional additives to the fuel.

Frequent burning wears out the ceramic matrix and leads to its destruction. And since the cost of a particulate filter is quite high, it is necessary to find the most gentle mode. It is achieved by increasing the distance traveled between regeneration procedures, as well as by reducing the temperature ranges of oil combustion.

Diesel oil selection

Unsuitable oil provokes additional contamination of the filter matrix cells and pre-wear. When the engine is running, it burns along with the fuel and, in the presence of non-combustible sediment, blocks the operation of the exhaust gas cleaning system.

For diesel engines with particulate filters, ACEA (Association of European Automobile Manufacturers) has established a certain oil standard that meets environmental standards of at least Euro-4 and the rules for operating cars in general. Motor oils for modern diesel particulate filters with ACEA approval have received the C mark (C1, C2, C3, C4). They are used for cars with exhaust purification systems, and their composition allows you to extend the life of the matrix.

Is it possible to remove the particulate filter

Many motorists, wanting to get rid of the problem of constant cleaning and replacement and the additional financial costs associated with them, decide to remove the particulate filter. You can do this in several ways:

• Dismantling the device. Mechanical removal of the diesel particulate filter can slightly increase the power of the car. On the other hand, during the operation of the machine, the engine ECU will start to give an error, perceiving the absence of a filter as a malfunction.
• Making adjustments to the software of the engine ECU (updating the program to a version that does not contain information about connecting a particulate filter). The software update is performed by a special device - a programmer, but you must be sure that the new firmware will work correctly, since the consequences can be unpredictable.
• Connecting a device emulator (without changing the factory program), which sends signals to the ECU similar to the operation of a real particulate filter.

However, it should be borne in mind that the currently established Euro-5 environmental standards prohibit the operation of a car with a diesel engine without a particulate filter.

What are permissions?

The tolerance or standard determines the quality level and / or the specifics of the lubricant, the composition of the additive package that will work for the benefit of a certain type of engine that is on your car. And this is exactly the information that you and I will look for on a can of oil, picking up for your car. The automaker's requirements for the quality of oils can be determined either by their own standards or by generally accepted international standards.

Oil approvals for VW / Audi / Seat / Skoda - VAG

VW 500.00- energy-saving, all-weather motor oils SAE 5W-30, 5W-40, 20W-30 or 10W-40, designed for use in gasoline engines. Basic characteristics meet the requirements of ACEA A3-96.

VW 501.01- universal motor oils for use in gasoline and diesel engines with direct injection. Basic characteristics meet the requirements of ACEA class A2, use in turbodiesel engines - only in combination with - VW 505.00.

VW 502.00- engine oil for gasoline engines with direct injection, as well as increased effective power. Basic characteristics meet the requirements of the ACEA A3 class;

VW 503.00- a new standard for gasoline engines with extended service intervals (WIV: 30,000 km, 2 years, Longlife). Exceeds 502 00 (HTHS 2.9 MPa/s) requirements. The oil is intended exclusively for engines that have been produced since May 1999, it is forbidden to use it for cars of previous years of production due to a lower high-temperature viscosity, which can lead to engine damage.

VW 503.01- motor oils for loaded gasoline engines with extended service intervals (Longlife), for example, Audi S3, TT (HTHS> 3.5 MPa/s).

VW 504.00- motor oils for gasoline and diesel engines with an extended service interval Longlife, including diesel engines with fine filters without additional fuel additives.

VW 505.00- motor oils for diesel engines of passenger cars with and without turbocharging. The basic characteristics correspond to the requirements of the ACEA B3 class. Compatibility with elastomer gaskets must be tested.

VW 505.01- car oils with a viscosity of SAE 5W-40 for diesel engines with a pump - nozzle (Pumpe - Demse).

VW 506.00- car oils for turbocharged diesel cars with extended service interval Longlife; The basic characteristics correspond to the requirements of the ACEA B4 class. Designed only for engines manufactured since May 1999; it is forbidden to apply to cars of previous years of production due to low high-temperature viscosity, which can lead to engine damage.

VW 506.01- engine oil for diesel engines with a pump-injector with an extended service interval Longlife. Basic specifications comply with ACEA B4 requirements.

VW 507.00- motor oils for gasoline and diesel engines with an extended service interval Longlife, including diesel engines with fine filters without additional fuel additives. Alternatively - 505.00 or 505.01

Oil approvals for Daimler Chrysler / Mercedes-Benz

For diesel engines:

MB 228.1- all-weather SHPD motor oils approved for Mercedes-Benz diesel engines. Extended oil change interval for turbocharged engines of trucks; basic requirements comply with the ACEA E2 standard. Compatibility with elastomer gaskets must be checked.

MB 228.3 - all-weather multi-viscosity motor oils SHPD for diesel engines of heavy trucks and tractors with and without turbocharging. Depending on the operating conditions and service maintenance, the oil change interval can be up to 45,000 - 60,000 km. The basic requirements are in accordance with the ACEA E3 standard.

MB 228.31 - engine oils for commercial trucks with diesel engines equipped with particulate filters. The approval requires that the oil meet the API CJ-4 standard, plus such engine oil must additionally pass two tests developed by Mercedes Benz designers: MB OM611 and OM441LA.

MB 228.5 - UHPD (Ultra High Performance Diesel) engine oil for loaded diesel engines of commercial trucks that meet Euro 1 and Euro 2 environmental standards, with an extended oil change interval (up to 45,000 km); for the heavy class, up to 160,000 km is possible (according to the recommendations of the vehicle manufacturer). Basic requirements comply with the ACEA B2/E4 standard, as well as ACEA E5.

MB 228.51 - All-season engine oil for heavily loaded diesel engines of commercial trucks that meet Euro 4 requirements, with an extended oil change interval. Basic requirements are in accordance with ACEA E6.

For petrol engines:

MB 229.1 - engine oils for passenger cars with diesel and gasoline engines manufactured from 1998 to 2002. The requirements are slightly increased in comparison with the requirements of the ACEA A3, as well as B3 standards. Motor oils approved by MV 229.1 are not recommended for use in MV engines after 2002, namely: gasoline M271, M275, M28, as well as diesel OM646, OM647 and OM648.

MB 229.3 - motor oils for passenger cars with an extended oil change interval (up to 30 thousand km, in accordance with the recommendations of the car manufacturer). The requirements are slightly increased in comparison with the requirements of the ACEA A3, B4 standards. Engine oils approved according to MB 229.3 are recommended for gasoline engines of the M100 and M200 series, as well as for diesel engines of the OM600 series (except for models with a particulate filter).

MB 229.31 - car oils L.A. (low ash) for engines of cars and minibuses equipped with particulate filters. Particularly recommended for W211 E200 CDI, E220 CDI. The minimum content of sulfate ash (up to 0.8%). The approval was introduced in July 2003. On its basis, later, in 2004, the ACEA C3 class was developed.

MB 229.5 - motor oils for passenger cars with an extended oil change interval (up to 30,000 km, in accordance with the recommendations of the car manufacturer) that meet increased environmental requirements. The requirements are slightly increased in comparison with the requirements of the ACEA A3, B4 standards. Compared to MB 229.3, they provide fuel savings of at least 1.8%. The approval was introduced in the summer of 2002 and is recommended for the following series of MV engines: diesel OM600 (except models with particulate filter), petrol M100 and M200.

MB 229.51 - the approval was introduced in 2005 for engine oils recommended for use in diesel engines with particulate filters, as well as modern gasoline engines. For motor oils approved for this approval, an extended service interval is provided compared to MV 229.31, up to 20 thousand km. Basic requirements are in accordance with ACEA A3 B4 and C3.

BMW engine oil approvals

According to the specifications of the BMW concern, for cars of the 1st, 3rd, 5th, 6th and 7th series with gasoline engines, only motor oils that have passed a special set of tests and officially approved by BMW are allowed to be used. For cars of the same series with diesel engines, it is allowed to use universal engine oils that meet the requirements of certain classes according to the ACEA classification (in accordance with the documentation for the car).

BMW Special Oil- motor oils for gasoline and diesel engines BMW - general classification. Special motor oils are motor oils with a high degree of fluidity, usually with a viscosity of SAE 0W-40, 5W-40 and 10W-40. Each brand of such engine oil is approved for use as the first refueling for BMW vehicles solely on the basis of factory tests.

BMW Longlife-98- motor oils for some gasoline engines, starting from 1998 of release. Such engine oils can be used for engines for which maintenance with an extended service interval Longlife is provided. The basic approval requirements are based on the ACEA A3/B3 classification. The use of such engine oils in engines of earlier years of manufacture, as well as in engines for which a Longlife service interval is not provided, is not recommended.

BMW Longlife-01- motor oils intended for use in some gasoline engines of BMW cars, starting from 09/2001 of manufacture with an extended service oil change interval Longlife. The basic approval requirements exceed those of the ACEA A3/B3 classification.

BMW Longlife-01FE- the same as the previous category, but these motor oils are designed for engines that operate in conditions of increased complexity and were released after 2001.

BMW Longlife-04- the approval was introduced in 2004 for motor oils approved for use in modern BMW car engines. The possibility of using such motor oils in engines manufactured before 2004 is unknown and therefore not recommended.

Opel / General Motors engine oil approvals

Opel does not develop separate engine oil approvals for its different engines, there are only two approvals from Opel - for diesel and gasoline engines. Oil tolerances from Opel begin with the GM-LL coding, after which, by analogy with the ACEA classification until 2004, the letter A or B is placed (A for gasoline engines, B for diesel engines).

GM-LL-A-025- motor oils for gasoline engines of passenger cars. The basic tolerance requirements are in accordance with the ACEA A3 standard.

GM-LL-B-025- motor oils for diesel engines of passenger cars. Basic tolerance requirements are in accordance with ACEA B3, B4 standards.

Dexos1- This approval is for gasoline engines and is available in these types: 0W-20, 5W-20, 0W-30 and 5W-30. The Dexos-1 replaces the current GM6094M in the US market.

Dexos2- this approval was specially developed due to the popularity of diesel engines in Europe, for Opel 2010 model year with a GM diesel engine. Oils with Dexos 2 approval have replaced oils with GM-LL-B025 approval, and are produced primarily in the SAE 5W-30 viscosity grade. The product belongs to the class of low-ash oils (ACEA C3-08), has a normal HTHS (> 3.5).

FORD Oil Approvals

Ford M2C913-A- engine oil, viscosity SAE 5W-30. This approval meets ILSAC GF-2 and ACEA A1-98 and B1-98 and additional Ford requirements.

Ford M2C913-B- approval Ford M2C913-B issued in Europe for the initial filling of the engine with engine oil, applicable to gasoline engines with spark ignition, and diesel engines Ford. Oils must meet all the requirements of ILSAC GF-2 and GF-3, ACEA A1-98 and B1-98 and additional Ford requirements.

Ford M2C913-C- fully compatible and highly recommended for all engines that use the M2C913-B approval. Engine oil that provides fuel economy and high stability in operation. Complies with ACEA A5/B5, ILSAC GF-3

Ford M2C917-A- viscosity SAE 5W40. Engine oil for diesel engines with unit injectors from VW.

Ford M2C934-B- extended approval for diesel engines with a diesel particulate filter (DPF). These engines are installed on Land Rover vehicles, the oil complies with ACEA A5 / B5 C1.

Ford M2C948-B- This SAE 5W-20 grade engine oil has been developed specifically for Ford EcoBoost engines to provide excellent fuel economy while maintaining and in some cases exceeding the performance ratings of the WSS-M2C913-C grade. At the same time, an oil with this approval is fully compatible with previous engines and is recommended for all gasoline engines for which the use of WSS-M2C913-B, WSS-M2C913-C or WSS-M2C925-B engine oils is prescribed. Lubricants meeting the specifications of WSS-M2C948-B are designed for all routine maintenance, warranty work, recall campaign work, and any other maintenance work on 3-cylinder 1.0L EcoBoost engines, and are recommended for all other gasoline engines ( except for Ford Ka, Ford Focus ST and Ford Focus RS models).

Oil approvals for Renault

RN 0700- engine oil for naturally aspirated petrol and diesel engines, with increased requirements for compatibility with exhaust gas aftertreatment systems, with the exception of Renault Sport. This standard applies to all Renault diesel vehicles equipped with a 1.5 DCi engine without DPF (diesel particulate filter) up to 100 hp.

RN 0710- engine oil, with increased requirements for compatibility with exhaust gas aftertreatment systems, for turbocharged gasoline engines, including Renault Sport and diesel engines without a particulate filter from the Renault, Dacia, Samsung groups. Except 1.5 DCi engines without DPF (diesel particulate filter) up to 100 hp

RN 0720- engine oil for diesel engines of the new generation, with turbocharging and particulate filter. ACEA C4 compliant + additional Renault requirements.

Oil approvals for PSA Peugeot - Citroen

PSA B71 2290- oils for diesel engines with a particulate filter, have a reduced content of sulphated ash, sulfur and phosphorus (MidSAPS/LowSAPS). Euro 5 emissions compliance. General specifications: ACEA C2/C3 + Peugeot-Citroen additional tests.

PSA B71 2294- general specifications: ACEA A3 / B4 and C3 + additional tests of the Peugeot - Citroen concern.

PSA B71 2295- standard for engines manufactured before 1998. General specifications: ACEA A2/B2.

PSA B71 2296- general specifications: ACEA A3 / B4 + additional tests of the Peugeot - Citroen concern.

API engine oil classification

This classification system for motor oils was created in 1969 by the American Fuel Institute (American Petroleum Institute) - in short API.
In accordance with this classification, engine oils are divided into two types: for gasoline (group S- service) and for diesel engines (group C- commercial) engines. For each of these types, quality classes are provided that reflect a specific set of properties and characteristics for motor oils of each class.

On the label, information about assigning an API class to engine oil will look like this: API SL- if the product is intended for use only in petrol engines, API CF- in diesel, or API SL/CF- if applicable in both types.

Classes for gasoline engines:

SA, SB, SC, SD, SE - obsolete classes, oils were used in gasoline engines of models from the past era of the automotive industry.

SF- engine oils for gasoline engines since 1980 of release. An outdated class, oils were used in gasoline engines manufactured in 1980-1989, subject to the recommendations and instructions of the engine manufacturer. Provides enhanced oxidation resistance, improved wear protection over SE base oils, and better protection against sludge, rust and corrosion. SF class engine oils could be used as substitutes for the previous SE, SD or SC classes.

SG- engine oils for gasoline engines since 1989 of release. Designed for use in gasoline engines of passenger cars, minibuses and light trucks. Motor oils of this class have properties that provide improved protection against carbon deposits, oil oxidation and engine wear, in comparison with previous classes, and also contain additives that protect against rust and corrosion of internal engine parts. SG grade engine oils meet API CC diesel engine oil requirements and can be used where SF, SE, SF/CC or SE/CC grades are recommended.

SH- engine oils for gasoline engines since 1994 of release. The class was adopted in 1992 for motor oils recommended since 1993. This class is characterized by higher requirements than the SG class, and was developed as a substitute for the latter, to improve anti-carbon, antioxidant, anti-wear properties of oils and increased protection against corrosion. Motor oils of this class are intended for use in gasoline engines of cars, minibuses and light trucks, in accordance with the recommendations of their manufacturers, they can be used in cases where the SG or earlier class is recommended by the car manufacturer.

SJ- engine oils for use in gasoline engines since 1996 of release. Engine oils of this class are designed for use in gasoline engines of cars and sports cars, minibuses and light trucks, which are serviced in accordance with the requirements of car manufacturers. SJ has the same minimum standards as SH and additional requirements for carbon build-up and low temperature operation. Engine oils meeting API SJ requirements may be used where the vehicle manufacturer

SL- engine oils for engines of cars manufactured after 2000. In accordance with the requirements of car manufacturers, motor oils of this class are used in multi-valve, turbocharged engines running on lean fuel mixtures that meet modern increased environmental requirements, as well as energy saving. Oils that meet the requirements of API SL can be used in cases where the SJ or earlier class is recommended by the automaker.

SM- Approved November 30, 2004. Motor oils for modern gasoline (multi-valve, turbocharged) engines. Compared to the SL class, engine oils that meet the requirements of API SM must have higher levels of protection against oxidation and premature wear of engine parts. In addition, standards regarding the properties of the oil at low temperatures have been raised. Engine oils in this class can be certified to the ILSAC energy saving class. Engine oils that meet the requirements of API SL, SM can be used in cases where the SJ or earlier class is recommended by the vehicle manufacturer.

SN- approved in October 2010. Today, these are the latest (and therefore the most stringent) requirements that apply to manufacturers of motor oils for gasoline engines, which imply the possibility of application in all modern generation gasoline engines. Additional requirements - application in engines using biofuels; energy saving; increased requirements for ensuring the wear resistance of the internal combustion engine; compatibility with emission control systems; increased requirements for environmental friendliness of the exhaust. The distinguishing feature of API SN (compared to API SM) is compatibility with engine seals. More recently, the API classification did not particularly care about the preservation of oil seals and gaskets. Now everything is different. API SN refers to the control of engine RTI.

Classes for diesel engines:

CA, CB, CC, CD, CD II- obsolete classes, oils were used in diesel engines operating with low and medium loads, in agricultural machinery and in two-stroke diesel engines.

CE- engine oils for use in diesel engines, starting from 1983 of release. Deprecated class. Car oils of this class were intended for use in some heavy-duty turbocharged engines, characterized by a significantly increased working compression. The use of such oils was allowed for engines with both low and high shaft speeds. Recommended for low- and high-speed diesel engines manufactured since 1983, which were operated under increased load conditions. Subject to the availability of relevant recommendations from the engine manufacturer, these motor oils could also be used in engines for which CD class engine oils were recommended.

CF- engine oils for diesel engines with indirect injection. Classes introduced from 1990 to 1994, describe engine oils recommended for use in diesel engines with indirect injection, as well as other types of diesel engines that operate on fuels of various qualities, including those with a high sulfur content ( for example, more than 0.5% of the total mass). Contains additives to improve the prevention of piston deposits, wear and corrosion of copper (containing copper) bearings, which is of great importance for these types of engines, and can be pumped in the usual way, as well as with a turbocharger or compressor. Engine oils in this grade may be used where CD quality is recommended.

CF-4- engine oils for use in four-stroke diesel engines since 1990 of release.
Engine oils of this class can be used in four-stroke diesel engines, the operating conditions of which are associated with high-speed modes. For such conditions, the requirements for oil quality exceed the capabilities of the CE class, so CF-4 engine oils can be used instead of CE class oils (if there are appropriate recommendations from the engine manufacturer). API CF-4 motor oils must contain appropriate additives that provide a reduction in car oil burnout, as well as protection against carbon deposits in the piston group. The main purpose of motor oils of this class is the use in diesel engines of heavy duty tractors and other vehicles that are used for long trips on highways. In addition, these engine oils are sometimes assigned the dual API CF-4/S grade. In this case, subject to the availability of relevant recommendations from the engine manufacturer, these motor oils can also be used in gasoline engines.

CF-2 (CF-II)- oils designed for use in two-stroke diesel engines that operate under severe conditions. The class was introduced in 1994. Motor oils of this class are usually used in two-stroke diesel engines that operate under increased stress. API CF-2 oils must contain additives that provide enhanced performance protection against wear on internal engine parts such as cylinders and rings. In addition, these motor oils must prevent the accumulation of deposits on the internal surfaces of the motor (improved cleaning function).
Engine oil certified to API CF-2 has improved properties and can be used in place of older similar oils, subject to the manufacturer's recommendation.

CG-4- the class was introduced in 1995. Engine oils of this class are recommended for four-stroke diesel engines of buses, trucks and tractors of the main and non-main line type, which are operated in high load and high speed modes. It is suitable for engines that use high-quality fuel with a specific sulfur content of not more than 0.05%, as well as for engines for which there are no special requirements for fuel quality (the specific sulfur content can reach 0.5%). API CG-4 certified motor oils should more effectively prevent wear of internal engine parts, the formation of deposits on internal surfaces and pistons, oxidation, foaming, and soot formation (these properties are especially needed for engines of modern long-distance buses and tractors). It was created in connection with the approval in the United States of new requirements and standards for the ecology and toxicity of exhaust gases (revised in 1994). Engine oils of this class can be used in engines for which API CD, API CE and API CF-4 classes are recommended. The main disadvantage that limits the mass use of motor oils of this class, for example, in Eastern Europe and Asia, is the significant dependence of the motor oil resource on the quality of the fuel used.

CH-4- the class was introduced on December 1, 1998. Engine oils of this class are used in four-stroke diesel engines that operate in high speed conditions and meet the requirements of the 1998 emission standards and standards. API CH-4 motor oils meet the fairly stringent requirements of both American and European diesel engine manufacturers. Class requirements are specifically designed for use in engines running on high-quality fuels with a specific sulfur content of up to 0.5%. At the same time, unlike the API CG-4 class, the resource of these motor oils is less sensitive to the use of diesel fuel with a sulfur content of more than 0.5%, which is especially important for the countries of South America, Asia, Africa, and Russia too. API CH-4 engine oils meet increased requirements and must contain additives that more effectively prevent valve wear and the formation of carbon deposits on internal surfaces. They can be used as substitutes for API CD, API CE, API CF-4 and API CG-4 motor oils in accordance with the recommendations of the engine manufacturer.

CI-4- the class was introduced in 2002. These engine oils are used in modern diesel engines with various types of injection and supercharging. An engine oil that meets this grade must contain appropriate detergent and dispersant additives and, in comparison with the CH-4 grade, has increased resistance to thermal oxidation, as well as higher dispersant properties. In addition, such motor oils provide a significant reduction in engine oil waste by reducing volatility and reducing evaporation at operating temperatures up to 370 ° C, under the influence of gases. The requirements for cold pumpability have also been strengthened, the resource of gaps, tolerances and motor seals has been increased by improving the fluidity of the motor oil. The API CI-4 class was introduced in connection with the emergence of new, more stringent requirements for ecology and exhaust toxicity, which apply to engines manufactured from October 1, 2002.

CI-4 (CI-4PLUS)- Introduced in 2002. For high speed 4-stroke engines designed to meet the 2002 emission standard. For engines with exhaust gas recirculation (EGR). For use with fuels with< 0.5% серы. Обеспечивают оптимальную защиту от высокотемпературных отложений в цилиндро-поршневой группе и низкотемпературных отложений в картере, обладает высокими противокоррозионными характеристиками. Замещает CD,CE,CF-4,CG-4, и GH-4

CJ-4- introduced in 2006. For high-speed four-stroke engines designed to meet the 2007 emission regulations on highways. CJ-4 oils accept fuels with sulfur content up to 500 ppm (0.05% by weight). CJ-4 oils are recommended for engines equipped with diesel particulate filters and other aftertreatment systems.
Oils with the CJ-4 specification exceed the performance properties of CI-4, CH-4, CG-4, CF-4 and can be used in engines for which oils of these classes are recommended.

Classification of engine oils according to ACEA

European analogue of the American classification API. Association of European Automobile Manufacturers ACEA(Association des Constructeurs Europeens de L'Automobile), represents the interests of 15 European manufacturers of cars, trucks and buses at the EU level. This classification establishes a new, more stringent European classification of motor oils according to performance properties. The modern classification "ACEA 2008" consists of three classes by type of engine: A, B and E(petrol, light diesel and heavy duty diesel engines respectively) and class FROM- especially for gasoline and light diesel engines equipped with catalytic aftertreatment systems.

A1/B1 - Breakdown resistant oils designed for use with extended drain intervals in gasoline and diesel engines of passenger cars and light commercial vehicles designed to use low viscosity friction reducing oils with dynamic viscosity at high temperature and high shear rate (HTHS) 2.6 mPa.s for SAE xW-20 and 2.9 to 3.5 mPa.s for other viscosity grades. These oils may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.

A3/B3 - mechanical degradation-resistant oils with high performance properties, designed for use in highly accelerated gasoline and diesel engines of cars and light trucks and / or for use with extended oil change intervals in accordance with the recommendations of engine manufacturers, and / or for all-weather use of low-viscosity oils, and / or all-weather use in especially severe operating conditions.

A3/B4 - mechanical degradation resistant oils with high performance properties, designed for use in highly accelerated gasoline and diesel engines with direct fuel injection, also suitable for use according to specification A3 / B3.

A5/B5 - oils resistant to mechanical degradation, intended for use with extended oil change intervals in highly accelerated gasoline and diesel engines of light vehicles, in which the use of low-viscosity friction-reducing oils with dynamic viscosity at high temperature and high shear rate (HTHS) from 2 is possible, 9 to 3.5 mPa.s These oils may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.

C1 - oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles that require the use of low-viscosity, friction-reducing oils with a low content of sulfur, phosphorus and low sulfate ash content (Low SAPS) and dynamic viscosity at high temperature and high shear rate (HTHS) of at least 2.9 mPa.s. These oils extend the life of diesel particulate filters (DPF) and three-way catalysts (TWC) and provide fuel economy. Warning: These oils have the lowest sulphated ash content and the lowest phosphorus and sulfur content and may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.

C2- oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles that require the use of low-viscosity, friction-reducing oils with a low content of sulfur, phosphorus and low sulfate ash content (Low SAPS) and dynamic viscosity at high temperature and high shear rate (HTHS) of at least 2.9 mPa.s. These oils extend the life of diesel particulate filters (DPF) and three-way catalysts (TWC) and provide fuel economy. Warning: These oils may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.

C3- oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles equipped with diesel particulate filters (DPF) and three-way catalysts (TWC), which require the use of oils with dynamic viscosity at high temperatures and high shear rate (HTHS) minimum 3.5 mPa.s. These oils increase the life of diesel particulate filters (DPF) and three-way catalysts (TWC). Warning: These oils have the lowest sulphated ash content and the lowest phosphorus and sulfur content and may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.

C4- oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles equipped with diesel particulate filters (DPF) and three-way catalysts (TWC), which require the use of oils with a low content of sulfur, phosphorus and low sulphated ash content (Low SAPS) and dynamic viscosity at high temperature and high shear rate (HTHS) of at least 3.5 mPa.s. These oils increase the life of diesel particulate filters (DPF) and three-way catalysts (TWC). Warning: These oils have the lowest sulphated ash content and the lowest phosphorus and sulfur content and may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.

E4- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons, wear and soot reduction and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines without diesel particulate filters, as well as for some engines equipped with an exhaust gas recirculation (EGR) system and a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in the exhaust gases. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.

E6- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons, wear and soot reduction and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines equipped with an exhaust gas recirculation (EGR) system with / without diesel particulate filters (DPF), as well as for engines with a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in exhaust gases. E6 quality is expressly recommended for engines with diesel particulate filters (DPF) in combination with low sulfur diesel fuel. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.

E7- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons and polishing of cylinder walls. The oils also provide excellent wear and soot protection and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines without diesel particulate filters, as well as for some engines equipped with an exhaust gas recirculation (EGR) system and a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in the exhaust gases. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.

E9- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons, wear and soot reduction and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines with or without diesel particulate filters (DPF) and for most engines equipped with an exhaust gas recirculation (EGR) system and a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in the exhaust gases. E9 is expressly recommended for Diesel Particulate Filter (DPF) engines and is designed to operate in combination with low sulfur diesel fuels. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.

Classification of motor oils according to ILSAC

The American Automobile Manufacturers Association (AAMA) and the Japan Automobile Manufacturers Association (JAMA) have jointly established the International Motor Oil Standardization and Approval Committee. ILSAC(International Lubricant Standardization and Approval Committee). On behalf of this committee, quality standards for oils for gasoline engines of passenger cars are issued.

GF-1- outdated. Conforms to quality requirements of API SH classification; viscosity grades SAE 0W-XX, SAE 5W-XX, SAE 10W-XX; where XX - 30, 40, 50, 60

GF-2- Introduced in 1996. Meets API SJ quality requirements, viscosity grades: in addition to GF-1 - SAE 0W-20, 5W-20

GF-3- Introduced in 2001. Conforms to API SL classification. It differs from GF-2 and API SJ in significantly better antioxidant and antiwear properties, as well as lower volatility. The requirements for ILSAC CF-3 and API SL classes are largely the same, but GF-3 oils are necessarily energy efficient.

GF-4- Introduced in 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 higher oxidation resistance, improved detergent properties and less tendency to form deposits. In addition, oils must be compatible with catalytic exhaust gas recovery systems.

GF-5- Introduced in autumn 2010. Meets the requirements of API SM classification with more stringent requirements for fuel economy, compatibility with catalytic systems, volatility, detergency, resistance to deposits. New requirements are introduced for the protection of turbocharging systems against deposits and compatibility with elastomers.

SAE engine oil classification

In most developed countries of the world, the generally accepted classification of motor oils by viscosity, established SAE(American Society of Automotive Engineers) in the SAE J-300 DEC 99 standard and effective from August 2001. This classification contains 11 classes:

6 winter - 0w, 5w, 10w, 15w, 20w, 25w (w - winter, winter)

5 year olds - 20, 30, 40, 50, 60.

All-weather oils have a double designation through a hyphen, with the first being the winter (with index w) class, and the second being the summer one, for example, SAE 5w-40, SAE 10w-30, etc. Winter oils characterize two maximum values ​​of dynamic (in contrast to kinematic for GOST) viscosity and the lower limit of kinematic viscosity at 100°C. Summer oils characterize the limits of kinematic viscosity at 100°C, as well as the minimum value of dynamic high-temperature (at 150°C) viscosity at a shear rate gradient of 106s1.

In both viscosity classifications (GOST, SAE), the smaller the number in the numerator with the index “z” (GOST) or before the letter “w” (SAE), the lower the viscosity of the oil at low temperatures and, accordingly, the easier it is to start the engine cold. The larger the number in the denominator (GOST) or after the hyphen (SAE), the greater the viscosity of the oil at high temperatures and the more reliable engine lubrication in the summer heat.

APPROVALS FOR TRUCKS MAN, MERCEDES-BENZ (MB), VOLVO TRUCK

APPROVALS for trucks MAN, Mercedes-Benz (MB), Volvo Truck

MAN In addition to testing API classes, MIL specifications and CCMC, tests are required in the MWM-B engine, and for SHPD oils in the MAN D 2866 engine. Main specifications:

MAN 269, defines minimum laboratory and bench test requirements for Nuremberg and Brunswick diesel engines with conventional fuel injection. The oil quality level complies with the MIL-L-46152A specification and covers SAE 20W-20, 20W-30 and SAE 30 oils, without viscosity index modifiers;

MAN 270, defines minimum laboratory and bench test requirements for Nuremberg turbocharged and non-turbocharged diesel engines. The oil quality level complies with the requirements of MIL-L-2104C / MIL-L-46152A, ACEA E2, API CD / SE and covers oils of degrees SAE 20W-20, 20W-30 and SAE 30, without viscosity index modifiers;

MAN 271, defines minimum laboratory and bench test requirements for Nuremberg turbocharged and non-turbocharged diesel engines. The quality level complies with the requirements of MIL-L-2104C / MIL-L-46152A, ACEA E2, API CD / SE and covers oils of SAE 10W-40, 15W-40 and 20W-50 grades. Oil change intervals - depending on the type of engine - from 20,000 to 45,000 km;

MAN 3275(QC 13-017), high performance diesel engine oils (SHPD). According to the requirements of the MAN instruction M 3275, the quality level of these oils significantly exceeds the quality of oils that meet the MAN 270 and MAN 271 standards. SHPD oils show significantly better properties in terms of piston cleanliness, reduced wear of parts and power reserve in turbocharged engines and new diesel engines - Euro 1 and Euro 2. These oils can be used without turbocharging. The minimum level of requirements is ACEA E3.

MAN 3277, new specification for diesel engine oils dated 18/09/96. Complies with the requirements of MB 228.5. The goal is to achieve an oil change after 80,000 km of run, with main modes or 45,000-60,000 km in the absence of a special intermediate oil filter. The minimum level of requirements is higher than ACEA E3.

MAN 3271, a specification that places requirements on motor oils for gas engines. The minimum level of requirements is API CD, CE/SF, SG. Oils must meet the passing parameters of the ACEA motor test OM364A. The oil change interval is up to 30,000 km.

Mercedes-Benz (MB)

This company has issued its "Regulations on the materials used" (Betriebsstoffvorschriften). These materials include motor oils, gear oils, greases, etc. Approved motor oils must meet the requirements of specifications (called sheets - German Blatt, English Sheet) and are listed in the lists approved for use.

Existing specifications:

MV List 226.0/1, seasonal/all-weather motor oils for diesel engines of passenger cars and for diesel engines of older naturally aspirated vehicles; short oil change interval; oil must comply with CCMS PD1; additionally tested for compatibility with elastomeric gaskets;

MV Sheet 226.5, all-weather motor oils for gasoline engines and for diesel engines according to sheet 226.1;

MV List 227.0/1, seasonal/all-weather engine oils for all diesel engines; extended oil change intervals for diesel engines of older non-turbocharged vehicles; basic requirements - ACEA E1-96;

MV List 227.5., the requirements are the same as in sheet 227.1, but oils can also be used in gasoline engines; tested for compatibility with elastomeric gaskets;

MV List 228.0/1, seasonal/all-weather SHPD engine oils for all Mercedes-Benz diesel engines. Extended oil change interval for turbocharged truck engines; basic requirements - ACEA E2; compatibility with elastomeric gaskets must be checked;

MV List 228.2/3, seasonal / all-weather SHPD engine oils for diesel engines, as in sheet 228.1. In addition, the oil change interval has been extended; applies to diesel engines of trucks manufactured after September 1988; basic requirements - ACEA E3, additional requirements - tests were carried out in Mercedes-Benz engines and long-term road tests; compatibility with elastomeric gaskets must be checked;

MV Sheet 228.5 entered into force in 1996. EHPD oils for Euro 2 and Euro 3 engines with turbocharging and direct fuel injection; basic requirements - ACEA E4;

MV Sheet 229.1, includes requirements for oils for gasoline and diesel engines of passenger cars manufactured before September 1999, intended for gasoline engines of the BR 100 series and diesel engines of the BR 600 series, the basic requirements are ACEA A2 or A3 plus B2 or B3; viscosity SAE XW-30 and SAE 0W-40 for ACEA A3 plus B3;

MV Sheet 229.3., includes requirements for oils for new gasoline and diesel engines of passenger cars manufactured since October 1999.

Volvo Truck

VDS(Volvo Drain Specification), a specification for extended drain intervals for engine oils used in turbocharged diesel engines.

Basic requirements:
- viscosity SAE 15W-40 or 10W-30;
- quality not lower than API CD;
Additional requirements:
- when tested on a Ford Tornado engine (CEC-L-27-T-29), the maximum permissible degree of cylinder polishing is not more than 25% of the reference oil RL 47.

Road test:

Three Volvo trucks with 12-liter Euro-1 engines are used for road testing (VDS Field Test). Test run distance of at least 300,000 km, with oil change intervals every 50,000 km. During the entire test it is not allowed:
- sticking of piston rings;
- increase in the wear rate of parts;
- increase in oil consumption;
- increase in the degree of cylinder polishing;
- an increase in the amount of deposits, compared with normal replacement intervals.

Specification for engine oils used in all Euro-2 diesel engines of Volvo trucks that meet the 1996 European emission requirements.

Basic requirements:
- SAE 5W-30, 5W-40, 10W-30, 10W-40 or 15W-40 viscosities (other viscosities require additional agreement with Volvo Truck Corporation);
- quality not lower than ACEA E1-96;

Road test:

Three Volvo trucks with 12 liter TD 123 or D12 engines are used for road testing (VDS-2 Field Trial). Test run distance of at least 300,000 km, with oil change intervals every 60,000 km. Throughout the test, oil and fuel consumption is monitored and oil samples are taken at 15,000, 30,000, 45,000 and 60,000 km during change intervals. According to the results of laboratory tests of oil samples, it is not allowed:

• change in viscosity at 100 C (V) over the range:
  9 < 140% от свежезалитого масла (для SAE XW-30)
  12 < 140% от свежезалитого (для SAE XW-40);
• a decrease in the total alkaline number of at least 4 mgKOH / g or less than half of the initial value;

as well as monitoring the content of wear metal particles and additive elements.

At the end of the run, an assessment of the engine condition is carried out, at which the following parameters are limited:
- cleanliness of pistons (CEC MO2 A78);
- wear of piston rings;
- degree of cylinder wall polishing;
- radial travel of the valve;
- wear and corrosion of bearings.

If all requirements of the specification are met, after agreement with Volvo Truck Corporation, the oil supplier company has the right to represent the product as "VDS-2 Oil".

VDS-3, specification for oils used in all Euro-3 Volvo Truck engines.