API - what is it? Probably everyone who sees such a reduction for the first time will be interested in a similar question. A novice driver is faced with a huge flow of information that he should know. As they say, forewarned is forearmed! So, in order to buy the lubricant necessary for car operation, you will have to find out everything about various classifications lubricants for motors. One of the most popular is the API.

General information

This classification system appeared in 1969. According to the API, 3 performance categories were established regarding purpose and quality lubricants:

The Service variety is used for gasoline engines.

1. S (Service) includes categories of high-quality motor oils intended for engines that run on gasoline. They are in the order in which they appeared on the market.
2. C (Commercial) includes quality categories for diesel oils.
3. EC (Energy Conserving) combines energy-saving oils. This new row Suitable for modern cars. The products are low-viscosity and easy-flowing oils. Numerous studies have shown that ECs are capable of reducing fuel consumption for gasoline engines.

If a new class appears, it is assigned an additional letter. Multi-purpose oils, also called all-season oils, are designated by two symbols. The first of them is the main one, the second shows whether it is possible to use oil for engines of another type.

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API quality classes

API SN-class was approved on October 1, 2010. The difference between this specification is as follows. The phosphorus content is limited, which allows for good compatibility with new exhaust gas aftertreatment systems. The second characteristic is comprehensive energy saving.

API SL is used for turbocharged engines.

API SL. This class includes motor oils intended for cars that were released after 2000. Motor oils are used in multi-valve and turbocharged engines. Modern cars running on lean fuel mixtures are environmentally friendly vehicles. Lubricants that meet specification requirements contribute to energy savings.

API SM - class approved on November 30, 2004, includes lubricants for modern gasoline engines. Turbocharged and multi-valve engines fall into this category. These lubricants have excellent oxidation protection properties. Lubricants prevent rapid wear motor parts. Liquids that meet the latter high standards, show excellent results if you need to work at low temperatures. API motor oil can also achieve ILSAC energy efficiency certification.

API SJ is a class of motor oils used in engines that run on gasoline. Description of motor oils is suitable for engines produced since 1996. Motor oils are used for passenger cars, sports cars, minibuses, light trucks. This specification has additional requirements for low temperature operation and carbon deposits.

API CF is a class of motor oils for gasoline engines. The specification is considered obsolete. Lubricants - suitable option for engines produced in 1980 - 1989. They are used if there are recommendations or instructions from the motor manufacturer. These products are characterized by good oxidation resistance and increased protection against wear of metal elements. They do not form carbon deposits. Motor parts are practically not subject to corrosion. These oils can replace any of the previous classes: SE, SD, SC.

For a diesel engine, you need to choose a special oil.

API CF-4 grease is used in four-stroke diesel engines that have been produced for the last 25 years. They are designed for motors of this type that operate in high speed modes. This oil is used because in such conditions other classes lubricating fluid do not meet the requirements.

In this lubricant, increased waste is counteracted by appropriate additives that protect the piston group. The oil is widely used in diesel engines of large vehicles, which are used for long trips.

Important information helps the car owner quickly find the right lubricant. Quality classes are just as important as tolerances. A novice motorist needs to figure out what it is. Approval should be understood as approval of the motor oil by the car manufacturer. Correct transcript will allow you to find out the operating temperature limits for the product and other characteristics.

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Why is API quality oil replaced?

Nothing lasts forever. If you purchased a car with an automatic transmission filled with API engine oil, this does not mean that you will not have to change the lubricant throughout its operation. A high-quality product with a package of additives sooner or later begins to lose its properties. It will have to be replaced. As for oil additives, their properties develop even faster. As the vehicle is used, the lubricant loses its viscosity. The oil becomes dirty and foreign impurities appear in it. Acid, water, soot, dirt, and metal particles can be found in the lubricating fluid.

The oil darkens after several hundred kilometers.

Modern high-quality lubricants become dark after several hundred kilometers. Therefore, looking at the appearance of the oil, it is difficult to say whether it is time to change it or not. Dark brown or black color is not a sign that the liquid has lost its high performance qualities.

Excellent capture of solid dirt particles oil filter. The crankcase ventilation valve is designed to pump out moisture and gases. The main load falls on it when the engine runs for a long time and heats up. Thanks to the valve, contaminants evaporate from the oil. However, despite this, additives are being depleted. They will no longer be able to control such important parameters as viscosity, wear, corrosion, and oxidation at the proper level. When protective properties additives weaken, oil destruction begins. New Product- This is a reliable guarantee against wear of metal parts.

But over time, its lubricating properties decrease. API certification does not mean that a liquid cannot lose its stated characteristics. If you do not drain the oil to be replaced, it will turn into a gel. Varnish deposits with sludge will appear in the product. Contamination can damage the engine.

The service life of the oil before replacement is determined by many factors. The frequency of the procedure is also influenced by road conditions. This includes speed and load. It is impossible not to take into account weather. Low and high temperatures can speed up the oil change process. Experts recommend changing the lubricant and filter every 6 months.

API (American Petroleum Institute) system for classifying motor oils by application and performance properties. The specification divides all motor oils into two categories: S - oils for gasoline and C - for diesel engines. Each class is assigned a letter in alphabetical order starting with A: API SA, SB, SC, SD, SE, SF, SG, SH, SJ... Similarly with category C. What to remember when choosing oil, taking into account API classifications- the higher the class, the more modern the oil and suitable for your engine. For example, if the manual states class SJ, then the class will definitely suit your car S.M. accepted later, but in this case it is impossible to use oil corresponding to the class SH previously accepted by your class S.M..

API class	Application area of ​​motor oil
Category S(Service) for gasoline engines
S.N.	October 2010. For gasoline cars 2011 and up. Motor oil with limited phosphorus content for compatibility with modern exhaust gas aftertreatment systems, as well as comprehensive energy savings. Oils of category SN will approximately correspond to ACEA C2, C3, C4, without correction for high-temperature viscosity.
S.M.	Introduced in November 2004. Category addition S.J.-->improved antioxidant, anti-wear, low temperature properties.
SL	For gasoline engines manufactured from 2001 to 2004. Distinctive characteristics: improved antioxidant, anti-wear, washing and energy-saving properties.
S.J.	For engines manufactured from 1997 to 2001. Fully meets the requirements of all previously existing classes of category S. High level of performance properties. Meets high demands in terms of oil consumption, energy-saving properties and ability to withstand high temperatures without forming deposits. API SJ/EC energy efficiency certification available.
SH	For gasoline engines 1996 model year and older. Nowadays, the category is conditionally valid and can only be certified as additional to the API C categories (API CF-4/SH). Complies with basic requirements ILSAC categories GF-1, but without mandatory energy saving. Energy-saving oils, depending on the degree of fuel economy, were assigned API SH/EC and API SH/ECII categories.
	for gasoline engines of 1993 and older models. Meets the requirements for automotive oils for diesel engines of the API CC and API CD categories. They have higher thermal and antioxidant stability, improved anti-wear properties, and a reduced tendency to form deposits and sludge. Replacement of API SG categories SF, SE, SF/CC and SE/CC.
	for engines 1988 and older. Fuel - leaded gasoline. They have more effective antioxidant, anti-wear, anti-corrosion properties than previous categories and are less prone to the formation of high- and low-temperature deposits and slag. Replacement of API SF categories SC, SD and SE.
	for motors
Category C(Commercial) for diesel engines
CJ-4	Introduced in 2006. For high-speed four-stroke engines designed to meet the 2007 highway emissions regulations. CJ-4 oils allow the use of fuel with a sulfur content of up to 0.05% wt. However, operation with fuels containing sulfur content greater than 0.0015 wt.% may affect the performance of aftertreatment systems and/or oil change intervals. CJ-4 oils are recommended for engines equipped with diesel particulate filters and other exhaust gas treatment systems. Limits are introduced on CJ-4 oils for certain indicators: ash content less than 1.0%, sulfur 0.4%, phosphorus 0.12%. CJ-4 oils exceed the performance properties and replace oils of the CH-4, CG-4, CI-4 Plus, CF-4 classes.
CI-4	Introduced in 2002. For high-speed four-stroke diesel engines trucks and road vehicles designed to meet emission standards equipped with an exhaust gas recirculation (EGR) system. Completely replaces oils of all previously existing specifications CH-4, CG-4 and CF-4. An additional category was introduced in 2004 API CI-4 PLUS. The requirements for soot formation, deposits, viscosity indicators have been tightened, and the TBN value has been limited.
CH-4	Introduced in 1998. For high-speed four-stroke engines that meet emission standards introduced in the United States since 1998. CH-4 oils allow the use of fuel with a sulfur content of up to 0.5% by weight. Can be used instead of CD, CE, CF-4 and CG-4 oils.
СG-4	Introduced in 1995. For high speed engines diesel equipment, operating on fuel with a sulfur content of less than 0.5%. CG-4 oils for engines complying with exhaust gas emissions requirements introduced in the USA since 1994. Replaces oils of CD, CE and CF-4 categories.
SF-4	Introduced in 1990. For high-speed four-stroke diesel engines with and without turbocharging. Can be used instead of CD and CE oils.
SF-2	For two-stroke diesel engines. Replaces CD-II class oils for two-stroke engines. Improved cleaning and anti-wear properties.
CF	For off-road vehicles, engines with split injection, including those running on fuel with a high sulfur content - 0.5% or more. Replaces oils according to class CD.
SE	Highly advanced advanced diesel engines with high turbocharging, operating in harsh conditions, can be used instead of CC and CD class oils
CD	For high-speed turbocharged diesel engines with high power density, operating at high speeds and at high pressures and requiring increased anti-fouling properties and prevention of soot formation
CC	Highly boosted engines (including moderately boosted ones) operating in difficult conditions
CB	Medium-boost naturally aspirated engines operating at increased loads on sulfur fuel
CA

Universal oils for gasoline and diesel engines have designations of both categories, for example API SG/CD, SJ/CF.

Classes of diesel oils are further subdivided for two-stroke (CD-2, CF-2) and four-stroke diesel engines (CF-4, CG-4, CH-4).

API categories: SA, SB, SC, SD, SE, SF, SG, CA, CB, CC, CD, CE, CF- today they are outdated, but in some countries oils of these categories are still produced; the API SH category is “conditionally valid” and can only be used as an additional one, for example API CG-4/SH.

ASTM D 4485"Standard Performance Specification for Performance of Engine Oils"

SAE J183 APR96"Quality of performance properties of motor oils and performance classifications of engines (with the exception of energy-saving oils)" (Engine Oil Performance and Engine Service Classifications (Other than "Energy Conserving").

February 18, 2016

Purpose automobile oils- This reliable protection and cooling the engine, removing products of incomplete combustion of fuel, wear, reducing the coefficient of friction. Their types, as well as their density, must correspond design features engine, which ensures stable and uninterrupted operation. Therefore, it is necessary to carefully select a material that you can safely pour into the engine of your car. Now we will look at the technical indicators of automobile oils and find a suitable option for your vehicle in accordance with the requirements of sae, api and acea.

Motor lubricants. Their types

Based on their performance characteristics, automotive petroleum products are divided into the following types:

1. Automotive on mineral based is the end result of the refining of crude oil, which is previously purified from all kinds of impurities. It has a thick consistency. The best option for engines whose mileage exceeds 100 thousand km. Among the disadvantages similar oil on a mineral basis, a low operating temperature range can be noted. It is characterized by low cost and ease of manufacture when compared with analogues on a synthetic or semi-synthetic basis.
2. A semi-synthetic automotive analogue is produced by dissolving special additives, constituting 30–50% of the total volume. Due to its characteristics, the motor semi-synthetic oil much better than mineral and therefore it is the best option.
3. Automotive synthetic is obtained after refining crude oil. This process allows you to obtain a material that will meet the required properties and quality. Good fluidity, possibility of use in various temperature ranges - that’s it distinctive features synthetic-based petroleum products. In addition, during operation they do not lose their original composition; accordingly, they have a longer service life than mineral or semi-synthetic analogues.

Most drivers are sure that leaks appear due to the negative effect of synthetics on seals and seals. This is wrong. It doesn't matter what material you use, but if any seal is worn, a leak will soon show itself. If we consider a specific option separately, then synthetics will begin to flow faster than mineral and semi-synthetic ones. It's all due to good fluidity.

The temperature at which it should be used depends on the density. The classification of petroleum products is closely related to this parameter. Viscosity indicators affect engine starting, reliably protecting its parts from overheating. Therefore, they are all divided into summer, winter and all-season.

Summer motor oil must be thick enough to ensure the safety of the car engine during operation at elevated temperatures. It is undesirable to use such automobile oil if the engine is operated in winter time, in the cold. Various mineral and synthetic lubricants correspond to this regime.

Winter is characterized by fluidity due to a decrease in density. This oil moves easily through the channels, providing the necessary lubrication and engine starting. winter period. However, the winter option is strictly not recommended for use during hot periods, at high temperatures environment, since the lubricant simply will not be able to perform the specified functions. Synthetics is the category described.

The range of uses of all-season automotive petroleum products is wide. This includes semi-synthetic and synthetic based materials. Depending on the temperature changes in the environment, the viscosity index also changes. Over time, all-season analogues may displace summer and winter options, because there will be no need to change them every season.

Qualification

Today there are several oil qualification systems. They are marked differently. The most common qualifications are described below.

SAE Qualification

The Community of Automotive Engineering (SAE) classification is the most common and is closely related to the viscosity index. This is the most important parameter. The normal starting of the engine, as well as reliable protection of all parts and mechanisms, depends on the thickness.

Today the SAE J 300 APR classification of 1997 is in effect. It determines the maximum viscosity value for winter species oils at low temperatures. And the minimum is taken for 100 degrees. For summer lubricants, the viscosity limits are accepted for 100°C, and the minimum values ​​are for 150°C.

Today, all-season motor lubricants are widespread. Winter and summer analogues are much less common. Probably every driver has encountered the following designations: 5W–40, 5W–30. What does this marking mean? This is how all-season petroleum products are labeled according to sae. The letter W, from the word Winter, means low temperature index viscosity (viscosity at a temperature of -40). It shows at what speed the oil product moves through the channels at minimum temperatures, and the lower this indicator, the better:

• 20W – oil is used at temperatures up to -15 -10 degrees;
• 15W – up to -20 -15 degrees;
• 10W – up to -25 -20 degrees;
• 5W – up to -30 -25 degrees;
• 0W – up to -35 -30 degrees.

These are all winter classes. And according to SAE, there are five summer ones - 20, 30, 40, 50 and 60. They are designated by the second number after the dash in the marking of all-season oil. A high value of this value according to sae indicates the ability of a vehicle engine to operate at extreme temperatures and remain protected by this particular lubricant.

The maximum value of the viscosity index is 60. Therefore sae marking 5W–40 means that all-season lubricant can be used in summer at ambient temperatures up to +35 +40 degrees, and in winter – up to -30 -25 degrees.

Looking at the SAE qualification table for automobile oils, which is given below, it is easier to choose the one that will suit your climatic conditions.

You should pay attention to the prevailing opinion among the majority of motorists that a synthetic petroleum product has a viscosity of 5W–40, a semi-synthetic one has a viscosity of 10W–40, and a mineral one has a viscosity of 15W–40. This is incorrect, since manufacturers produce synthetics of the following classes: 20W-60, 10W-40 and 15W-50. In this case, the quality will be 100%. So, viscosity does not affect its composition.

It is worth noting that, guided by the SAE classification, it is still worth choosing those oils that are offered by the automaker. Many brands indicate all the necessary information on this matter in the operating instructions and service books. And during maintenance, you should demand that only the oil that meets the company’s recommendations for SAE and other indicators be poured into your car.

API Qualification

API classification is divided into two categories: S and C. The first category contains all lubricants used by gasoline engines passenger transport, minibuses and light trucks. The second includes lubricants used diesel engines heavy trucks, buses and special equipment.

It is worth noting that for diesel engines passenger cars API category is not defined. Often such lubricants are designated C/S and can be used in both diesel and gasoline engines. In this case, which letter is in the numerator and which in the denominator matters: the first is considered the main one, the second indicates the possibility of using the material for motors and other types - for example, API SM/CF. Still, categories like api S/C are recommended for use in gasoline engines, and C/S - in diesel engines.

There is also a division into quality classes suitable for cars different years release. For example, gasoline engines can use the following API-classified oils:

• SN, suitable for cars produced after 2010;
• SM is a standard approved in 2004 and recommended for modern power units;
• SL, suitable for engines from 2000;
• API SJ is a product for engines not older than 20 years;
• SH - for use in engines since 1994;
• SG, used for even older cars produced in the 1980s. It is the last of the oils still produced according to the API classification.

For power units running on diesel fuel there is its own classification:

• One of the newest API CJ-4 classes, suitable for engines with high load cars produced after 2007;
• CI-4, class with increased quality requirements (especially soot content and high-temperature oxidation). Designed for modern diesel units;
• CH-4, used in four-stroke engines operating in high-speed modes;
• API CG-4, recommended for trucks and buses;
• CF-2 – lubricants for two-stroke engines;
• API CF-4, for engines manufactured since 1990.

ACEA oil classification

ACEA is an association of European car manufacturers that put forward special requirements for the environmental aspects of the use of oils. It includes such well-known companies as BMW, Daimler, Peugeot, Citroen, Renault, Volkswagen, Toyota and Ford. Therefore, when buying one of the cars of this brand, you may be faced with a requirement to use a specific type of lubricant.

The current classification of motor oils was created by ACEA back in 2004. It combines lubricants for all passenger vehicles running on gasoline or diesel fuel into one category. However, especially for older cars, which may not be suitable for new materials, their manufacturers sometimes add additional old classes according to ACEA, 2002. And, having an old car at your disposal, you should pay attention to both markings.

Designations in ACEA classes are needed in order to determine which engine they are best suited to. Today there are only three such categories:

• A/B – for diesel and gasoline units passenger vehicles (A – for engines running on gasoline, B – for diesel fuel);
• C is a new ACEA class intended for vehicles designed to meet the latest emissions standards Euro-4 and later editions;
• E – oils for heavy transport.

• ACEA A1/B1, for vehicles with the ability to use lubricants that reduce friction and are oil-viscous at high shear rates and temperatures. Not suitable for all cars;
• A3/B3 - a series resistant to mechanical destruction and used in forced engines, as well as in conventional engines when the oil change interval is exceeded or when operating in difficult conditions (for example, constant travel);
• ACEA A3/B4, for motors high power with direct injection system;
• A5/B5 is a product for high-performance power units where the use of viscosity-reducing oils is permitted.
• ACEA C1, resistant to destruction and used in cars with three-component catalysts and particulate filters. They have low ash and phosphorus content, which increases the service life of filters and saves fuel;
• C2, a product with the same characteristics as C1, but suitable for motorized vehicles where a friction-reducing lubricant can be used;
• ACEA C3, for environmentally friendly engines equipped with particulate filters and neutralization units;
• C4 - oils for power units that meet increased Euro requirements for emissions and require a reduced concentration of phosphorus, ash and sulfur.

Before choosing the right engine oil, you need to familiarize yourself with the technical characteristics of the vehicle. What should you pay attention to when choosing quality material?

Do not judge the quality of an automobile oil product by its consistency. The color may vary depending on the additives included. By the way, the addition of additives affects the properties of the described petroleum product. You can improve some properties, but at the same time worsen others. It already contains a set of additives necessary for normal engine operation.

Darkening of the material indicates excellent cleaning abilities. At the same time, it perfectly retains the products of incomplete combustion of fuel.

The packaging indicates only instructions for temperature use, not instructions.

You cannot mix automotive petroleum products on different bases.

If you need to change the oil, wash the engine.

Today, a large number of motor oil products of domestic and foreign production are produced. Beware of fakes! Purchase material from the manufacturer or its official representatives.

Let's say if independent choice If the described material is not possible for vehicles, you can use special services that specialize in selecting it according to the car brand. There are a huge number of such services on the Internet.

Also remember that modern engines are very sensitive to petroleum products, so their selection should be taken with full responsibility.

In this article we will look at various systems classification of motor oils. During the existence of internal combustion engines, a huge number of oils have been developed, differing both in quality and in scope and features of use. All this diversity required some kind of ordering, for which different automobile organizations and standards were created to classify oils depending on their properties and purpose. Using this information, you can easily select the right oil For specific engine, based on the vehicle manufacturer's recommendations.

Here are the main classification systems for motor oils:

• first, of course, SAE J300 - classification of viscosity of motor oils
• API - classification of quality, or rather, performance characteristics of oil
• ACEA is a European classification that includes information about both the scope of application of the oil and its quality.
• ILSAC - Japanese-American oil performance rating system
• OEM approvals - requirements for automaker oils
• GOST 17479.1-85 - born in the USSR, but still valid to this day, the Russian standard for motor oils

As you can see, there are many different specifications, but the main three are: SAE, API and ACEA. Let's figure out what they are.

SAE Viscosity Classification

This classification of motor oils (by the way, transmission oils too) is described in detail in the article about. Here I will briefly say that it regulates (as has probably already become clear :)) the viscosity of motor oil in its three main states: when starting the engine (cold oil), during its normal operation (heated oil) and at high speeds and shear loads, so-called HTHS (overheated oil). On canisters, this classification is written xxW-yy (for example, 10W-40), where the first number characterizes the minimum necessary conditions for starting the engine in the cold season, and the second means viscosity during normal operation. Subsequently, the second number included requirements for working in “forced” mode. So to speak, two in one. In some cases, it is possible to use these numbers separately, for example, an oil with a viscosity of 20W and an oil with a viscosity of 30. Such oils are called seasonal (conventionally, “summer” and “winter”). The letter W means winter, “winter” in English. As I said, for comprehensive information on this classification system, read the article at the link given above.

API classification

This system characterizes differences in the performance characteristics of motor oils. It was invented by an organization called the American Petroleum Institute, which is reflected in the abbreviation. This classification contains two sections, according to the types of motor oils. Oils for gasoline engines are marked with the letter S (Service), and for diesel engines with the letter C (Commercial). There is an opinion that the letter S stands for spark, that is, ignition from a spark, and C stands for compression - ignition from compression. This version seems more reasonable to me, but the materials on the official API website clearly hint at the first option. It's a pity.

Next comes the letter meaning the corresponding performance characteristics(for example, SJ, SL, SM, or CD, CE, CF and so on). The second letters change depending on the adoption of more stringent requirements for the quality of the oil; the closer to the end of the alphabet the letter, the better the oil. This is quite consistent with the chronological order of oil development. The first oils after the appearance of this classification of motor oils were labeled as SA and CA. They did not contain additives, accordingly, they had extremely low characteristics and were suitable for cars until approximately 1930 (it was in 1931 that additives began to be added to oils). By the way, you can read more about additives in the article about. It will become clear what makes up the high oil performance in operation.

As new standards are developed, previous ones are considered obsolete. For example, today (2015) the following gradations for gasoline engines are relevant:

• SN is the most modern gradation, introduced in October 2010. Provides today's best protection against high-temperature piston deposits, sludge formation, and compatibility with seal materials. Provides fuel economy and engine life savings, compatibility with exhaust emission control systems and protection for engines running on ethanol-containing fuel up to E85 (a grade of such fuel containing 85% ethanol and 15% gasoline). By the way, if anyone doesn’t know what oil does in a car, I recommend reading an article about.
• SM – for cars produced in 2010 and older.
• SL – for cars produced in 2004 and older.
• SJ – for cars produced in 2001 and older.

A more modern gradation level can be used instead of the previous ones.

For diesel engines:

• CJ-4 is the most modern gradation, also introduced in 2010.
• CI-4 - for vehicles produced in 2002 and older. Meets the 2004 requirements for the content of harmful substances in exhaust gases.
• CH-4 – for vehicles produced in 1998 and older.

All other gradations are outdated and can be easily replaced with current ones in older cars.

Basically, the motor oils produced are universal and can be easily used in both gasoline and diesel engines. In this case, both gasoline and diesel API gradations are indicated on the oil label through a fraction (for example, API SN/CF), and the gradation of the main purpose of the oil - gasoline or diesel - is indicated in the first place. Accordingly, if the oil is designed for only one type of engine, then the specification is written only for this type.

On oils certified by API you can see these icons, which indicate the class (or you may not see it, this is an optional attribute).

Yes, someone is probably interested in the question, what is the number 4 in the designation CI-4 and others? This means that the oil is suitable for a four-stroke diesel engine. Accordingly, there are oils for two-stroke diesel engines, however, they have only one class - CF-2 (well, it also had a predecessor CD-II, but this is the topic of a separate “chewing” article on the API classification, for the “enthusiasts” so to speak:)).

ACEA classification

The standards discussed above were “born and raised” in America, which may seem strange, since cars were invented in Europe. So at some point (namely in 1972), it occurred to the Europeans to create an organization that would regulate the automotive industry by issuing various standards. This organization was hiding behind the abbreviation CCMC (from the French Comité des Constructeurs du Marché Commun– committee of car manufacturers common market, something like that). The logic for issuing oil standards was the same as that of the API; with each improvement in the various qualities of motor oils, another number was added to the letters G (gasoline engines), D (diesel engines) and PD (passenger car diesels). And the old ones were gradually recognized as obsolete. All these legends of deep antiquity interest us insofar as it was on the basis of this organization that the association was born in 1996 European manufacturers cars (again from French Association des Constructeurs Européens d'Automobiles– ACEA). It is the classification of this organization that interests us, since any oil producer that cares about its reputation will undergo certification of its products by ACEA and put the appropriate designations on the jars, which, by the way, look, for example, like this: A3/B4, A1/B1, C3 , E6 and so on...

So, the classification of motor ACEA oils includes four sections, designated by different letters:

• A – oils for gasoline engines
• B – oils for diesel engines of passenger cars and small commercial vehicles
• C – oils with reduced content of ash-forming elements
• E – oils for heavy commercial trucks

In 1996, the letter A replaced the letter G from the CCMC standard, and the letter B replaced the PD classification (diesel cars and small trucks, remember?). Until 2004, these letters (and the oils classified by them) existed separately, but from October 25, 2004 they were combined into several combinations of the form Ax/By, which implies their universal application. I will give the current designations for 2012 (there are specifications for 2014, but at the moment they are not posted on the official ACEA website, accordingly, they do not exist :)):

A1/B1 are multi-grade oils with extended drain intervals for gasoline and diesel engines, whose design involves the use of low-viscosity oils with an HTHS parameter of 2.6 mPa*s for viscosity xW-20 and from 2.9 to 3.5 mPa*s for all other viscosities. The possibility of using such oils must be expressly indicated in the documentation for the machine/engine, otherwise their use may result in engine damage.

If anyone doesn’t understand what HTHS is, I recommend reading the article on motor oil viscosity (). Everything is described there in quite detail.

A3/B3 – all-season oils for highly loaded gasoline and diesel engines and/or with the possibility of an extended replacement period, where provided by the engine manufacturer, and/or year-round use of low-viscosity oil, and/or severe operating conditions in accordance with the recommendations of the automaker. As you can see, the wording is quite vague (let me remind you, this is a translation of text from an official document). If we translate it loosely and briefly, then this is ordinary oil that is poured into cars that do not have recommendations for the use of other classes.

A5/B5 – multi-grade oils with extended drain intervals for heavily loaded gasoline and diesel engines, whose design is designed for the use of low-viscosity oils with an HTHS parameter of 2.9 to 3.5 mPa*s. In some ways it has something in common with A1/B1 - it indicates the HTHS viscosity for xW-20 oils (the lowest viscosity to date), and here the possibility of use in highly loaded engines is provided. Same as A1/B1 the possibility of application must be directly indicated in the vehicle/engine documentation, otherwise... you know it yourself :).

Here is a picture regarding the interchangeability of these classes.

If necessary, A1/B1 can be replaced with A5/B5 or A3/B3/B4 (with increased fuel consumption). It is strictly not recommended to replace A5/B5 with something else.

Now there is something that did not exist before ACEA, namely a separate section of “low ash” oils, marked with the letter C with the numbers 1, 2, 3 and 4. Low ash oils have a reduced content of sulfated ash, phosphorus and sulfur (the so-called LowSAPS oils, where SA - sulfate ash, P - phosphorus, and S - sulfur, and Low - their low content). These oils were needed after it was discovered that unburned ash particles in exhaust gases very quickly damage catalysts (TWC - Three Way Catalyst, three-channel catalyst) in gasoline cars and particulate filters (DPF - Diesel Particulate Filter) in diesel engines. So those who have such devices in their cars should use low ash oils(again, look at the documentation for the car).

• C1 is a multi-grade oil for highly loaded gasoline and diesel engines equipped with a catalyst or particulate filter, requiring the use of low-viscosity, low-ash oils with an HTHS parameter of at least 2.9 mPa*s. Extends DPF and TWC service life and provides fuel economy. Sulfur content – ​​0.2%, sulphate ash – 0.5%, phosphorus – 0.05%. These oils have the lowest ash content and may not be suitable for use in some types of engines (that is, in those where such oil is not specified in the documentation).
• C2 is exactly the same as C. The only difference is in the amount of ash elements. There is more sulfur (0.3%), phosphorus (0.09%) and sulfated ash (0.8%).
• C3 – differs from the first two in minimal HTHS viscosity at the level of 3.5 mPa*s, sulfur and sulfate ash are the same as in C2, phosphorus 0.07 - 0.09%.
• C4 – HTHS viscosity is also 3.5 mPa*s, sulfur 0.2%, phosphorus – 0.09%, sulfated ash 0.5%.

It can be seen that C2 and C3 are distinguished by a higher content of ash elements, so they can be called “medium ash”. C3 and C4, in turn, have a higher HTHS viscosity. Nowhere is it written about an extended replacement interval, unlike sections A and B, so low-ash oils need to be changed more often. Obviously, the additives responsible for increasing the service life of the oil contain ash elements. They removed them and lost one of the advantages.

Let's move on to commercial vehicles, that is, engines running on large long-haul trucks. Why they need special oil can be read in the article about. So:

E4 is a multi-grade oil with excellent control of piston cleanliness, wear, soot contamination and stable lubricating properties. Recommended for engines from Euro 1 to Euro 5 inclusive, for operation in harsh conditions, for example, significantly increased mileage between oil changes (according to the recommendations of the car manufacturer). Suitable for diesel engines without DPF, some engines with EGR system(re-combustion of exhaust gases) and some with an SCR system (reduction of nitrogen oxide emissions). In any case, look at the car manufacturer's recommendations.

E6 - differs from the previous paragraph in that it complies with the Euro 6 standard, is suitable for engines with EGR, with or without particulate filters (aka DPF) and with an SCR system. Highly recommended for vehicles with particulate filters as it is specifically designed for use with low sulfur fuels.

E7 is a multi-grade oil with effective control of piston cleanliness and cylinder liner polishing. Also has excellent anti-wear properties, soot neutralization and viscosity stability. Recommended for engines with approvals from Euro 1 to Euro 5 inclusive, for operation in harsh conditions, for example, extended intervals between oil changes (according to the recommendations of the car manufacturer). Suitable for engines without DPF, most engines with EGR and most engines with SCR NOx. More specifically, look at the recommendations...

E9 is a multi-grade oil with effective control of piston cleanliness and liner polishing. It also has excellent anti-wear properties, very good soot control and viscosity stability. Recommended for Euro 1 – Euro 6 engines, for operation under harsh conditions, for example, extended oil change intervals. Suitable for vehicles with or without particulate filters, most engines with EGR and SCR. Highly recommended for use with particulate filters, designed specifically for use with low sulfur fuels.

To summarize, E4 and E7 are suitable for cars without DPF, but they differ in recommendations for use with EGR and SCR. E7 has a lower minimum TBN (base number), and therefore lower standards for piston cleanliness and liner polishing, since, in general, a lower base number means less additives in the oil. You can drive E4 longer before replacing it, all other things being equal (also a consequence of the smaller number of additives in E7).

E6 and E9 are suitable for DPF ( particulate filters), as a result, they meet the Euro 6 standard. They differ from each other by the possibility of increasing the replacement interval. E6 “greatly increases”, E9 simply “increases”. The E9 also has lower standards for piston cleanliness and liner polishing, but there is less wear on the liners, rings and bearings.

ILSAC classification

The Americans, together with the Japanese, developed on the basis API system standards for passenger cars(that is, an analogue of category S in the API classification), which is called ILSAC (as usual, after the name of the issuing organization - (International Lubricant Specification Advisory Committee). They have so much in common that they even have one symbol of oil compliance with the current (that is, not outdated) ILSAC/API standard, the so-called Starburst.

In alphanumeric notation ILSAC classes look like this: GF-1, GF-2 and so on. At the moment (2015), the most modern and the only one that is not outdated is GF-5, which corresponds to SN according to the API classification. As in the API, the most modern gradation level includes the requirements for all previous ones, and accordingly, can be used instead of them.

Vehicle Manufacturer (OEM) Approvals

In addition to general standards designed to unify requirements for oils to improve interchangeability and simplify selection, there are requirements from automakers (Original Equipment Manufacturers). It is logical to assume that the general standards grew precisely on the basis of these requirements, otherwise they would have no meaning. Therefore, in the vast majority of cases, oil with the appropriate ACEA classification is also suitable for OEM requirements. So in many ways, getting separate manufacturer approval is kind of marketing ploy, and very effective, because despite all the theoretical calculations about the identity of oils, I will be the first to recommend filling in oil with OEM approval, if this is indicated as a prerequisite in the technical documentation :). Here, by the way, it would be appropriate to say that automakers, as a rule, do not produce oils themselves, but order their production from premium oil brands, so a can of oil, for example, Ford or GM (or any other OEM name), most likely contains contains Castrol or something else from the top five.

The most common manufacturer approvals are Mercedes (looks like MB 229.1), Volkswagen (VW 503.00), BMW (BMW Longlife-01), General Motors (GM-LL-A-025) and Ford ( Ford WSS M2C913C). The tolerances in brackets are not the only ones; they are given simply as an example. In addition, Renault and Fiat have their own requirements, many (if not all) manufacturers of commercial equipment (for example, Man, Volvo and others), even brands that produce tractors and special equipment (JCB, CAT, John Deere and others). WITH technical point In terms of approvals, different manufacturers often copy themselves, having the same or similar requirements with different designations, although this does not exclude some exclusive requirements in some cases. Describing all the tolerances is a thankless task, since the volume of text will be prohibitive. Perhaps later I will post information separately for each manufacturer, but for now here is the ratio of the main tolerances of leading manufacturers in terms of the use of oil

GOST

There is no way to pass by our native Soviet-Russian oil classification system. Although current system designation was introduced back in 1987 (GOST 17479.1-85), it is still in effect, and oils from domestic manufacturers marked in accordance with this GOST are quite quickly leaving the shelves of auto stores.

GOST is notable for the fact that both viscosity (analogue of SAE) and quality (analogue of API) are described within one designation. The oil marking looks like this: M-5з/12-Г, where “M” means motor oil, 5з – winter viscosity(the letter “z”, like W in the SAE classification, means “winter”), 12 is the working (“summer”) viscosity, G is an indicator of the level of operational properties of the oil. The most in demand are seasonal (that is, those that do not specify viscosity at subzero temperatures) oils M-10G2(k), and M-10D(m), since they were once developed for KamAZ (the letter “k” in the name) and MAZ ( letter “m”), and it seems that the users of the corresponding truck fleet are still quite satisfied.

I will not give viscosity values; it would be better to indicate the approximate correspondence between the GOST marking and SAE:

The same compliance with GOST and API performance properties:

It can be seen that in addition to the letters ABCDE, the designation contains numbers 1 and 2. From the correspondence of the values, it is clear that number 1 indicates use in gasoline engines, 2 in diesel engines, and a letter without numbers implies universal use of motor oil. For example, the same M10G2(k) is intended only for diesel engines, and M10D(m) is universal, despite the fact that it is mainly poured into turbocharged diesel engines.

In closing I will say that these are not the only ones existing classifications motor oils, for example, there are Japanese JASO standards for two- and four-stroke motorcycles, there is a NMMA classification that regulates the quality of oils for water-powered equipment, and there is much more. However, I have more or less described all the systems that are widely used in our country.

, . .

Classification of motor oils API(American Petroleum Institute) is widely recognized as setting minimum performance standards and performance levels for gasoline and diesel engine oils. This classification was significantly improved as the requirements for the quality of lubricants increased, which, in turn, was caused by significant improvements in engine technology, which also entailed an increase in the power of engines of given sizes, an improvement in the quality of the metal from which engine parts are made and an increase in mechanical strength, and also, of course, an increase in operational loads.

Motor oils for gasoline engines are designated in this classification by the letter S (service station), and the categories range from (light duty oils containing little or no additives) to the very newest category(oils for modern powerful, multi-valve engines, often with turbo and supercharging). Oils for diesel engines have a similar range of categories, where the category name begins with the letter C (commercial). This includes categories from to. These are oils designed to work in the latest diesels and under modern operating conditions.

Below is a brief description of all categories in their evolutionary development from the point of view of the service classifications of motor oils of the American Petroleum Institute. In cases where the “obsolete category” mark is present, this means that the category has been replaced by a new category.

Performance Standards API indicated using the abbreviations API SJ and API CE:
. the first letter indicates the engine type (S = petrol and C = diesel)
. the second letter represents the performance level, and the lower the performance level, the higher the letter in the alphabet.

PETROL ENGINES

API S.G.
Oils for use in gasoline engines 1989. For use in gasoline engines of modern passenger cars, vans and light trucks when maintained in accordance with the manufacturer's recommended procedures. Oils formulated for this application provide improved protection against engine sludge, oil oxidation and engine wear over previous categories, while also providing protection against rust and corrosion. Oils of the SG category meet the requirements for operation in diesel engines and can be used where categories , , SF/CC or SE/CC are recommended.

API SH
Oils for use in gasoline engines 1994. The category was adopted in 1992 to define the characteristics of motor oils recommended since 1993. For normal use in gasoline engines of modern fleets of passenger cars, vans and light trucks, serviced in accordance with the recommendations and instructions of the manufacturers. This category exceeds the requirements of the category and was developed to replace it to improve the anti-carbon, anti-oxidation, anti-wear properties of oils and protection against rust and corrosion. Oils in this category that meet API SH requirements were tested in accordance with the requirements of the Chemical Manufacturers Association (CMA). The product is Code of Practice approved and can be used in accordance with API recommendations regarding base oil interchangeability and viscosity grade performance testing. Oils of this category can be used in cases where category and earlier categories are recommended.

API S.J.
Oils for use in gasoline engines since 1996. API performance category SJ characterizes motor oils sold on the market since 1996. SJ includes the same minimum performance as SH, which it is intended to replace, as well as additional requirements for control of carbon formation and performance at low temperatures during bench tests. Oils in this category are intended for normal use in gasoline engines of modern and earlier passenger cars and sports cars, vehicles, vans and light trucks maintained in accordance with the manufacturers' recommendations and instructions. Oils meeting API SJ requirements can be used in cases where category and earlier categories are recommended.

API SL
Oils for engines of cars manufactured after 2000. For multi-valve, turbocharged, lean-burn engines, with increased requirements for energy saving and environmental friendliness. Oils that meet the requirements of API SL, SM can be used in cases where category and earlier categories are recommended.

API S.M.
The category was approved on November 30, 2004. In addition to the SL category, the anti-oxidation and anti-wear properties are improved. Improved low temperature properties. Possibility of certification in the ILSAC energy saving category.

API S.N.
The category was approved on October 1, 2010. Designed for oils used in the most modern gasoline engines of passenger and sports cars and small vans. Oils in this category have improved antioxidant and detergent properties and provide high protection against wear and corrosion. Enhanced high-temperature properties for use in turbocharged engines. Can be used where the use of SM and SL category oils is recommended. Some oils in this category may meet the ILSAC GF-5 specification and qualify as energy efficient.

EU API
Classifications based on the energy savings of gasoline - EU 1995. There are two gradations that define the category of oil for gasoline engines, created to improve fuel efficiency. TESU designates oils that improve fuel economy in standard tests by at least 1.5% compared to conventional oils, and TEC-IIU by at least 2.5%

DIESEL ENGINES

API CE
Oils for use in diesel engines in 1983 (obsolete category). For use in certain powerful engines with turbocharging and additional compression, manufactured since 1983, and operating at high loads both at low and high high frequency shaft rotation. Can also be used in conditions for which category oils are recommended.

API CF
Used in indirect injection diesel engines - CF 1994. Typical use for indirect injection diesel engines as well as other types of diesel engines using different kinds fuels, including those with a high sulfur content (for example, more than 0.5% by weight). CF oils are effective in preventing piston deposits, wear and copper bearing corrosion, which is essential for these types of engines, and can be conventionally aspirated, turbocharged or supercharged. This oil technical category can be used instead of oils.

API CF-4
Oils for use in diesel engines 1990. For typical applications in four-stroke diesel engines operating at high speeds, where requirements exceed the capabilities of the category and require use in place of CE oils. Provide improved oil consumption and protection against carbon deposits on the pistons. Particularly effective in diesel engines powerful tractors and vehicles on the highway. In combination with the appropriate category, they can be used in gasoline engines if recommended by the manufacturer.

API CF-2
Used in Heavy Duty Two-Stroke Diesel Engines - 1994 CF-2. Typical use for two-stroke engines requiring highly effective control of cylinder and ring wear and deposits. has improved performance and can be used instead of other materials if necessary.

API CG-4
The category was introduced in 1995. The oils are intended for high-load, high-speed, four-stroke diesel engines of main-line type trucks using fuel with a sulfur content of less than 0.05% by weight and non-mainline type (sulfur content can reach 0.5% by weight). Effectively suppresses the formation of high-temperature carbon deposits on pistons, wear, foaming, oxidation, and soot formation (these properties are necessary for the engines of new long-haul tractors and buses). The category was created to meet the requirements of the US exhaust toxicity standards (1994 edition). Replaces oils of categories , and . The main disadvantage limiting the use of oils of this category in the world is the relatively large dependence of the oil life on the quality of the fuel used.

API CH-4
The category was introduced on December 1, 1998. Oils in this category are intended for high-speed, four-stroke engines that meet the requirements of the stringent 1998 exhaust gas toxicity standards. They meet the highest requirements of not only American, but also European diesel engine manufacturers. Specially formulated for use in engines using fuels with a sulfur content of up to 0.5% by weight. Unlike the category, the use of diesel fuel with a sulfur content of more than 0.5% is allowed, which is important advantage in countries where high-sulfur fuels are common (South America, Asia, Africa). Oils meet increased requirements for reducing valve wear and carbon deposits. Replace oils of categories , , and .

API CI-4
Category introduced since 2002 . Oil corresponding to this level has higher dispersing properties (amount of detergent-dispersant additives), has increased resistance to thermal oxidation compared to class , provides a reduction in oil consumption due to waste due to reduced volatility and reduced evaporation losses under the influence of gases at an operating temperature of 370 °C. Cold pumpability has been improved, and the service life of engine seals has been increased by improving oil compatibility with them. The class was introduced taking into account stricter requirements for the environmental characteristics of engines manufactured from October 1, 2002.

API CI-4 PLUS
Operational category for diesel engines with more stringent requirements for soot levels. To obtain this classification, motor oil is tested in 17 motor tests.

API GL-3
Oils for gears operating in medium-heavy conditions. Contains up to 2.7% anti-wear additives. Designed for lubrication of bevel and other gears of trucks. Not suitable for hypoid gears.

API GL-4
Oils for gears operating under conditions of varying severity - from light to heavy. Contains 4.0% effective extreme pressure additives. Designed for bevel and hypoid gears with small axle displacements, for truck gearboxes, and for drive axle units. API GL-4 oils are intended for non-synchronized transmissions of North American trucks, tractors and buses ( commercial vehicles), for main and other gears of all vehicles. Currently, these oils are also the main ones for synchronized gears, especially in Europe. In this case, the label or data sheet of the oil must contain inscriptions about this purpose and confirmation of compliance with the requirements of the machine manufacturers.

API GL-5
Oils for the most heavily loaded gears operating in harsh conditions. Contains up to 6.5% effective extreme pressure and other multifunctional additives. The main purpose is for hypoid gears with significant axial displacement. Are used as universal oils for all other manual transmission units (except gearbox). For synchronized manual transmissions, only oils that have special confirmation of compliance with the requirements of vehicle manufacturers are used. Can be used for limited slip differential if specifications are met MIL-L-2105D(in the USA) or ZF TE-ML-05(in Europe). Then the class designation has additional characters, for example, API GL-5+ or API GL-5 SL. Oils for the most heavily loaded gears operating under very difficult conditions (high sliding speeds and significant shock loads). Contains up to 10% highly effective extreme pressure additives. Designed for hypoid gears with significant axle displacement. Compliant highest level operational properties.

API MT-1
Oils for highly loaded units. Designed for unsynchronized mechanical boxes transmissions of powerful commercial vehicles (tractors and buses). Equivalent to oils, but have increased thermal stability.

API PG-2
Oils for drive axle transmissions of powerful commercial vehicles (tractors and buses) and mobile equipment. Equivalent to oils, but have increased thermal stability and improved compatibility with elastomers.

For manual transmissions (except hypoid), oils and; for hypoid final drives: API GL-4 - for moderately loaded gears and API GL-5 - for heavily loaded gears, including hypoid ones with significant axle displacement. Oil companies produce universal oils designed both for gearboxes with synchronizers and for heavily loaded hypoid gears.