What is motor oil made of. Automobile oils of Russian production

30.07.2019

Transmission

Every responsible driver knows that engine oil plays a pivotal role and has a big impact on the engine. The power unit consists of a large number of parts that are subjected to serious loads during operation, both mechanical and thermal.

As for the oil, the lubricating fluid forms on the mating surfaces protective film avoiding dry friction and accelerated wear. The lubricant also performs a washing function, and also cools the surfaces of parts in the friction zone.

The choice of engine oil is quite wide; today you can find a large number of different products. In this case, oils are mineral,. Also, in some cases, synthetics are further subdivided into fully synthetic PAO oils and hydrocracking.

Let's take a closer look at what mineral engine oil is, the characteristics and differences of this product from other analogues. Also in this article we will talk about what advantages and disadvantages mineral water has in comparison with semi-synthetic or synthetic lubricating fluids.

Read in this article

What oil is better to fill in the engine

First of all, we immediately draw your attention to the fact that best oil for the engine there will be a lubricant that is suitable for a particular internal combustion engine, taking into account all the tolerances and recommendations of the car manufacturer. Such recommendations are separately spelled out in the instruction manual.

We go further. It is important to understand that any engine oil is a base oil base to which an additive package is added to provide the necessary performance properties and characteristics. Such a base can be either mineral or synthetic. Semi-synthetics are actually a mixture of mineral and synthetic bases in a certain proportion.

Regardless of which base was used, the engine oil must first of all be well pumped through during cold starts, and the oil film must remain stable under high loads and temperatures. Also, the oil must protect the parts not only from wear, but also from corrosion, have the ability to “wash” the engine from the inside and not lose the declared properties throughout the entire service life.

Pros and Cons of Mineral Engine Oil

As for mineral oil, the peculiarity is that this product is natural. In other words, the mineral base is obtained from petroleum by distillation and refining. This technology for the manufacture of engine oil is the simplest, as a result of which mineral oil differs in the most affordable price compared to semi-synthetics, hydrocracking or synthetic lubricants.

Mineral petroleum oils form a stable oil film, which is characterized by good stability. You should also highlight the ability to delicately clean engine parts from various deposits and contaminants. Mineral oil, like any other, contains a package of active additives that improve the anti-wear and detergent properties of the lubricant, protect the engine from corrosion, neutralize by-products of fuel combustion, etc.

The main disadvantage of "mineral water" is considered to be the fact that under conditions of low temperatures, the viscosity of mineral oil changes to a large extent. In simple words, in cold weather, such a lubricant becomes too thick and.

As a result, the engine becomes difficult to start, as it is “hard” for the starter to spin in thickened grease. Also, after starting, the viscous lubricant does not reach the parts in full, which causes severe wear of the power unit.

Also, after the motor reaches operating temperatures, the additives added to the mineral base quickly burn out and work out. This means that such oil ages faster and loses its properties. In other words, the service life of mineral oils is noticeably shorter than that of synthetics and semi-synthetics; such a lubricant needs to be changed more often.

Synthetics and hydrocracking: what you need to know

Now let's take a look at the properties of synthetic oils to compare them with mineral oils. Let's start with the fact that such products are manufactured using a special and rather complex technology. We also note that in the case of hydrocracking (HC), oils are often positioned as synthetic, but this is not entirely true.

In fact, hydrocracked oil is also made from petroleum, however, it undergoes complex processing, which allows the initially natural base to be as close as possible to synthetic at the molecular level.

If we talk about pure synthetics (PAO oils), this is a product of high-tech synthesis of base oil from ethylene gas. As a result, PAO oils significantly outperform mineral base oils and also outperform hydrocracked products.

In other words, fluidity remains in frost, such a lubricant does not burn out when heated, antifriction properties are also improved, an increased service life and a lower tendency to oxidation and aging are noted.

Simply put, the performance of synthetics lasts longer; this type of lubricant is not afraid of both low temperatures and high heat.

Given the above information, it would seem that the best option is an exclusively synthetic PAO base. Please note that in many cases, even for modern engines, there is no need to fill in fully synthetic engine oil. Moreover, for some internal combustion engines, such a lubricant is not at all suitable.

The fact is that the need to use pure synthetics arises only when:

low-viscosity oil is prescribed by the manufacturer of the power unit;
the engine is operated in conditions of extremely low temperatures;
the motor constantly experiences heavy loads, operates at high speeds, etc.

In other cases, if in winter the temperature does not drop below -30 degrees Celsius, it is quite possible to fill in hydrocracking, when the temperature drops below -20, semi-synthetics will do, and up to -15, you can also use high-quality mineral water.

By the way, if the engine already has some wear and tear, and the mileage is about 120-150 thousand km, instead of "liquid" synthetics or hydrocracking in summer period or given the "mild" winter, many use semi-synthetics or even a mineral base.

First of all, if the engine is worn out, the increased fluidity of synthetic oil often leads to the fact that. Also, low-viscosity oils form a stable but thin oil film. A motor with such oil can wear out more.

The pressure in the lubrication system can also be low, causing oil starvation and breakdown of the internal combustion engine. For this reason, mineral oil for used engines or semi-synthetics is preferred. We also add that synthetics clean the engine more aggressively, washing away deposits from parts. As a result, the risk of clogging with dirt increases. oil channels. Mineral oils "wash" the engine more slowly and do it in stages, retaining washed deposits, which are then removed from the engine when changing the oil.

Summing up

As you can see, high-quality semi-synthetic or mineral oil is quite suitable for many motors. Moreover, many drivers note that even from the factory, some automakers quite often pour “mineral water” into the engine rather than expensive synthetics.

For example, this situation is observed with Japanese cars, which are also operated in Japan. Technological and sufficiently forced Japanese engines operate quite normally on mineral and semi-synthetic oil, since the climate of this country (lack of frosty winters) allows the use of such lubricants in internal combustion engines while maintaining the planned one.

As for the CIS countries, the issue of oil selection must be approached differentially, that is, take into account the individual characteristics of the operation of the vehicle (adjust for oil change intervals, fuel quality, degree of temperature drop in winter, etc.). We also add that in Europe, the USA or Japan, synthetic oil, on average, can be changed every 20 or even 25 thousand km. Cheaper "mineral water" is also quite capable of reaching up to 10 thousand rubles.

At the same time, it is important to understand that in the CIS fuel Low quality often "kills" any oil much earlier than the stated period, both mineral and high-quality synthetics. This means that the costly synthetic lubricant in our conditions, it will still be necessary to drain a maximum after 13-15 thousand km., It is desirable to replace mineral oil after 5-6 thousand km, semi-synthetics after 7-8 thousand km, hydrocracking hardly reaches 10 thousand km.

It turns out that if the manufacturer allows the use of mineral oil in the engine, it may turn out to be the most rational choice in terms of quality and price. The main thing is to change such a lubricant in time. Finally, we note that when buying lubricants for the engine, transmission and other components,.

Oil that came from the cold

In 2005, Bill Maxwell, then head of the Mobil 1 engine oil development team, told Popular Mechanics the story of the appearance of this revolutionary product on the market (“Oil is not for a sandwich”, “PM” No. 4 "2005). Mobil Oil's first synthetic oil (ExxonMobil) based on polyalphaolefins (PAO), which was released in 1974, literally turned the automotive industry.It was primarily intended for cold conditions, in particular Alaska.Starting in cold weather is considered a severe test for any car engine, and the oil that retained its fluidity even at very low temperatures (at which traditional mineral oil solidifies) has been highly appreciated all over the world.On the other hand, when the temperature rises, the oil must not thin too much, otherwise it will not be able to form a protective film on the motor parts.Therefore, one of the important components of the additive package, a viscosity modifier (polymeric thickener), is the very substance to which multigrade oils owe their “combined” viscosity.

Long molecules of the thickener roll up into a ball at low temperature, which does not affect the fluidity of the low-viscosity base. But as the temperature rises, the "balls" unfold, while the viscosity of the oil increases significantly.

One of the characteristics of base motor oils is viscosity (the lower this indicator, the easier it is to pump oil through narrow tubes and channels). To measure the so-called. kinematic viscosity, which is the ratio of dynamic viscosity to density, uses the ASTM (American Society for Testing and Materials) D445 standard, which measures the amount of oil that flows under gravity through the capillary section of a glass tube. By the way, many of the improvements to these devices were made precisely in the laboratories of ExxonMobil: if brevity is the sister of talent, then necessity is clearly related by blood to ingenuity.

High hot viscosity is important for protecting heavy-duty engines, especially sports engines, but right now, says Doug Deckman, the automotive industry has other priorities: “Basic modern trend- this is the transition from multi-liter atmospheric engines to compact small engines of increased efficiency, with direct injection, turbocharging, hybrid transmissions, start-stop systems and deactivation of individual cylinders. For such engines, “sharpened” for fuel economy and reducing emissions of toxic and greenhouse gases, low-viscosity oils are required - SAE0w20, 5w20. Now this is the lowest viscosity, the SAE standard simply does not provide for lower values. Therefore, at present, among specialists, proposals are being discussed on the introduction of a nomenclature for ultra-low viscosities of motor oils. This poses another problem for us - the protection of engine parts at high temperatures, which, however, we are quite successfully solving.

Trial and find

The list of components in the composition of engine oil is not a secret. A base oil is a base oil, either mineral (derived from petroleum in one way or another) or synthetic (ExxonMobil uses PAO). Additive packages are added to the base oil, purchased from specialized companies such as Lubrizol, Infineum, Ethyl or Oronite. All these are well-known substances, but their quantity in the composition of the finished oil is the main trade secret.

rare profession

After the rooms filled with the latest measuring equipment, the laboratory of the test division, where Barry Hills works, makes a strange impression. There are no spectrometers, no exotic viscometers, no chromatographs, no other pieces of high technology. Barry is a senior expert in evaluating piston sludge and lacquer deposits and uses only an illuminated magnifier and piston holder for his work, as no gauge can do the job. Visual assessment requires extensive knowledge and very high qualifications (which also need to be periodically confirmed), since, in order to derive a final figure on a ten-point scale, you have to take into account about two hundred different piston cleanliness indicators. ExxonMobil's research divisions have only three experts with such qualifications, so this is a truly rare profession. “So rare,” says Barry, “that when we go to a conference, the company even forbids us from flying on the same plane. After all, the preparation of such a qualified specialist takes about 5 years.

To find the balance of additives, tens of thousands of experiments, measurements and tests are carried out in laboratories that occupy a large part of the huge building. Here, on the most modern equipment, base oils are mixed, additive packages and individual components are selected: viscosity modifiers that ensure optimal oil fluidity at high and low temperatures, antiwear and extreme pressure additives that protect parts from wear, friction modifiers that help reduce fuel consumption, detergents and dispersants , cleaning the surface of the engine from carbon deposits, as well as antioxidants that prevent oil oxidation, and anti-corrosion additives. Both the base oil and the finished compounds - “candidates” are tested for compatibility with various materials - with metals (steel, copper, aluminum), polymers and rubber, which make up oil seals and seals (rubber strips are kept in oil heated to 150 ° C, after which swelling, elasticity and breaking force are measured).

After measuring the basic properties, the oil is tested on engine stands. The ASTM (American Society for Testing and Materials) standards provide for a number of such tests, and quite stringent ones. For example, to certify an oil to API SM, an ASTM Sequence IIIG test is required, which runs a 1996/1997 3.8-liter General Motors V6 Series II engine for 100 hours at 3600 rpm with an output of 125 liters .With. and an oil temperature of 150 °C. At the same time, a number of properties of the engine oil are checked every 20 hours, and after the cycle is completed, the engine is disassembled to assess wear and the degree of carbon deposits on the pistons.

For tests on running drums, cars are installed remote control accelerator, which allows, according to a certain program, to implement various modes of movement. All data is controlled from the operator's control panel.

Tests in kind

Next to the building of the research center there is a garage, in front of which several cars are mounted on running drums. For a year, they, without leaving the place (not counting the towing to the garage and back to the drums), wind up one hundred thousand miles (approximately 160,000 km). They are controlled by a computer, which, according to a given program, presses the accelerator to simulate various driving cycles. Since the test site is located on outdoors, this closely mimics real conditions with real weather changes.

After all laboratory measurements of various physical characteristics both base oil and finished engine oil, including additive packages, and testing its effect on various materials (metals, polymers, rubber), comes through tests on engine stands. Engines can withstand up to six overhauls, but in general in Paulsboro this is a consumable item.

However, the climate in Paulsboro is not too severe: in winter, the average temperature is around zero, in summer - about 30 ° C. ExxonMobil's rigorous environmental testing of engine oil is being conducted elsewhere, in all-around hot Las Vegas, where several test vehicles operate as taxis. “That's where we're currently testing our ultra-low viscosity motor oils,” says Doug Dekman. “And we get very promising results: there is both fuel economy and quite sufficient protection of engine parts.”

magic numbers

One of the important tasks facing developers is to maintain the lubricating and protective properties of motor oils over a wide temperature range. This characteristic is best known to consumers, since it is on the packaging of any engine oil in the form of an SAE specification (Society of Automotive Engineers - Society of Automotive Engineers of the United States), describing the viscosity-temperature properties and consisting (for multigrade oil) of two numbers. The first number (with the letter W - Winter) indicates winter viscosity - the lower it is, the better the oil will flow when starting the engine at low temperatures. The second number is the hot viscosity, which is a measure of the oil's ability to remain thick enough at high temperatures. The higher this number, the thicker the oil film will be on the parts of a hot engine, and the better it will be protected, especially in conditions of intense heat generation, characteristic of "torsional" sports engines.
In the photo: thermometers immersed in test tubes with samples of lubricants measure the pour point of the oil.

An unattainable ideal

A few decades ago, no one could even have imagined that advances in materials science and chemistry would make it possible to have lubricants designed for the life of the mechanism. And now the gear oil is poured into the gearbox once - at the factory.

Can a similar situation become a reality for motor oil? “For us chemists, an eternal oil that never needs to be changed and that will last the lifetime of a car is like the Holy Grail for the knights of the Middle Ages,” laughs Doug Dekman. - Despite a significant increase in service intervals - several times over the past two decades! — I don't think that this is fundamentally possible as long as we use internal combustion engines. Reducing the size of the engine and at the same time increasing its efficiency through the use of a number of design solutions, such as direct injection, turbocharging, and others, lead to an increase in efficiency and at the same time make the engine highly loaded. This contributes to the rapid degradation of engine oil - it quickly "ages" due to the large amount of free radicals formed in the zone with high temperature and compression. In addition, abrasive ash appears in the oil, leading to engine wear. So until we get away from internal combustion engines, and this will obviously not happen soon, mankind, alas, is not destined to see the “eternal” motor oil.

ENGINE OILS

The Liqui Moly range includes all three groups high quality oils.

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

A new plant is being prepared for opening in the city of Rostock. The production of auto chemical goods and cosmetics is concentrated in the industrial suburb of Ulm. The head office of the company is also located here.

The production of motor oils is a process of mixing (blending) the so-called "base" (base oil of various origins) and a "package" (set) of additives. For each type of oil, the mixing technology is strictly individual and strictly observed. This is a guarantee of the quality of the finished product!

The development of technology for the production of various oils and strict control over its observance are carried out by employees of the Liqui Moly laboratory. Monitoring production processes and, if necessary, their adjustment is carried out by means of a joint automated system. The production and laboratory of the plant are certified according to the international quality standard ISO 14001:2009. The factory laboratory takes samples from each batch of finished oil and checks it using the IR spectrum, which is strictly individual for each type of oil. After quality control, a batch of oil enters the bottling line, and the selected oil sample remains in the laboratory for storage for two years as a control sample.

After the filling machine, the canisters are automatically labeled, weighed on a scale and passed through an inkjet printer, which prints the batch number and date of manufacture of the oil on the canisters. The process completely eliminates the ingress of foreign objects into the oil, as well as underweight or overweight of the contents. Further stacking of canisters in cardboard boxes is done manually.

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

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

Base oils are raw materials and the main component of commercial oils. As base oils in the production of lubricants, mineral (petroleum), synthetic, HC-synthetic oils, as well as their mixtures, are used. For special purposes, vegetable oils are also used. Base oils become marketable after mixing with additive packages that improve their properties.

The most important characteristic of the base oil is the viscosity index (abbreviated as VI, from the English Viscosity Index), which characterizes the ability of the oil to thin under the influence of temperature. The higher the viscosity index, the better quality oils.

API BASE OIL GRADES

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

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

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

GROUP 4– synthetic polyalphaolefins (viscosity index 130)

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

MINERAL BASE OILS (MINERALISCHE OIL)

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

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

PARTIALLY SYNTHETIC AND SEMI-SYNTHETIC OILS

(TEILESYNTETISCHES)

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

SYNTHETIC OILS (VOLLSYNTETISCHES)

Even higher performance lubricants can be obtained by using synthetic base oils. However, the use of a synthetic base oil alone does not always guarantee high operational properties final product. To achieve the maximum effect, careful selection of all components and optimization of the recipe are necessary. This explains the very significant difference in the cost of "same type" synthetic oils.

Synthetic oils can additionally provide:

Excellent low temperature properties including easy starting and reliable cold start lubrication.
Excellent functional properties at high temperatures, in particular oxidation stability, low volatility and oil consumption.
Excellent cleaning properties and minimization of deposits.
Extended oil change intervals and reduced fuel consumption.

HC-SYNTHETIC BASE OILS

Hydrocracking is one of the most promising methods for improving oil properties. During hydrocracking, a series of chemical reactions take place, as a result of which sulfur, nitrogen compounds and other substances that reduce the performance of the oil are removed. These processes improve molecular structure mineral oil, enhance resistance to mechanical, thermal and chemical influences, as well as increase the stability of the properties of the oil during the entire interservice period. It is the processing of base oils by catalytic hydrocracking that makes it possible to achieve very high performance characteristics motor oils, comparable, and in a number of parameters and superior to the properties of "100% synthetics".

Liqui Moly branded lubricants use the finest grades of base oils available on the market. This is one of the company's competitive advantages over corporations that are tied to a particular oil field and therefore dependent on its quality.

Even the use of exclusively high-quality base oils cannot provide the level of properties of the final lubricant that is necessary for modern engines and mechanisms. For this, additives are used to improve the properties of base oils. Therefore, there are no commercial oils without additives. However, it must also be understood that even the most good additives unable to turn low grade base oils into high quality lubricants.

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

DETERGENT AND DISPERSIVE ADDITIVES. They protect engine parts from dirt, keep insoluble dirt in a dispersed state (in the form of small suspended particles in oil). "Hanging" particles are collected by the oil filter and do not harm the engine.

ANTI-CORROSION ADDITIVES. Provide formation on metal surfaces of the film preventing corrosion.

ANTIWEAR ADDITIVES. Forms a heavy-duty protective film on lubricated surfaces that prevents direct contact metal surfaces in friction units and their wear.

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

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

DEPRESSOR ADDITIVES that lower the freezing point. They provide reliable engine start at low temperatures, preventing the coalescence of paraffin and other crystals. They are used only in mineral and hydrocracked oils.

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

ENGINE OIL FUNCTIONS

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

The main functions of motor oils are:

LUBRICATION– formation of a lubricating film on rubbing parts.
CONTAMINATION REMOVAL– washing engine parts from wear and oxidation products.
NEUTRALIZATION OF OXIDES generated from fuel combustion.
GAP SEAL between pistons, rings, cylinder wall.
CORROSION PROTECTION engine parts.
COOLING- heat removal from heated parts.

VISCOSITY(fluidity) is one of the most important characteristics affecting the choice of oil for a particular engine and for specific operating conditions. The oil must be thin enough at low temperatures to allow the engine to start normally. At the same time, the oil must be thick enough to effective protection from engine wear. Viscosity can be kinematic, that is, it determines the actual fluidity of the oil and its ability to fill all the cavities of the engine oil system. And dynamic, characterizing the thickness of the oil film on engine parts, that is, the ability of the oil to protect the engine from wear.

According to the value of dynamic viscosity, modern European oils are divided into two categories: full-viscosity, providing maximum engine protection (having dynamic HTHS viscosity more than 3.5 mPa/s,) and low viscosity (with HTHS 2.6-3.5 mPa/s to achieve fuel efficiency).

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

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

VISCOSITY CLASSIFICATION SAE J300 (current version 2001)

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

The pumpability limit indicates the minimum temperature at which the engine pump is able to supply oil to the lubrication system. This temperature value can be considered as the minimum temperature at which the motor can be started safely.

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

ADDITIONAL OIL PARAMETERS

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

EVAPORATION. Evaporation oil loss is also a significant oil waste consumption item. The quality of the base oil directly affects volatility. The lower the volatility, the lower the waste consumption. For synthetic motorcycle oils and oils for high-speed cars, volatility does not exceed 6% by weight. For other automotive oils, it is considered normal if the volatility does not exceed 15%.

BASIC NUMBER (TBN). During the combustion of fuel, oxides are inevitably formed, which must be neutralized. To do this, the oil must have a certain reserve of alkalinity, normalized taking into account the purpose and region of use of lubricants. Most alkali oils recommended for use in regions with predominantly sour fuels and for diesel truck engines. For "cargo" oils, alkalinity can reach 15 mgKOH/g or more (KOH - alkaline equivalent, potassium hydroxide), and for environmentally friendly passenger oils alkalinity is limited to a maximum of 6 mgKOH/g. The average values of alkalinity characteristic of universal oils are about 9-10 mgKOH/g. The alkalinity value indirectly characterizes the washing properties (for universal oils). Liqui Moly produces oils with both limited alkalinity (Tor Tes series, Asia-America) and extremely alkaline oils for North Africa (Molymax series).

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

The API engine oil classification was developed by the API in conjunction with ASTM (American Society for Testing and Materials) and SAE (Society of Automobile Engineers).

API CLASSIFICATION DIVIDES ENGINE OILS INTO TWO CATEGORIES:

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

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

ENGINE OILS FOR PETROL ENGINES

Classes SA–SG canceled due to the lack of antifriction additives.

Class SH introduced in 1993. The class sets the same indicators as SG, but the testing methodology is more demanding.

SJ. This class appeared in 1996. It complies with more stringent requirements for harmful emissions into the atmosphere.

SL. An oil class introduced in 2001. It meets three main requirements: improved fuel efficiency, increased requirements for the protection of components that reduce harmful emissions, and an increase in the inter-change period of oil operation. The requirements for testing have been tightened compared to the SJ level.

SM. Oil class introduced November 30, 2004. Exceeds the requirements of the SL class in terms of thermal and oxidative stability, detergent properties (protection against carbon formation) and service life. Some oils are classified as energy efficient.

SN. Oil class introduced from October 1, 2010. The main difference between API SN and previous API classifications is the limitation of the phosphorus content for compatibility with modern exhaust gas aftertreatment systems, as well as integrated energy savings. Oils classified according to API SN are approximately ACEA C corrected for high temperature viscosity.

The API SN and ILSAC GF5 requirements are close enough that low viscosity oils are likely to be classified under the two classifications together.

ENGINE OILS FOR DIESEL ENGINES

SS - CE classes have been cancelled.

CF. A class of oils for prechamber diesel engines used in passenger cars.

CF-4. Improved oil class, replacing the CE class.

CF-2. This class of oils basically coincides with the previous CF-4 class, but oils of this class are intended for two-stroke diesel engines.

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

CH-4. Class of oils for diesel engines of heavy vehicles that meets the standard for harmful emissions established in 1998. The class assumes that the engine is running on fuel with a low sulfur content.

CI-4. A new class of oils for heavy-duty, high-speed, four-stroke diesel engines that meet 2004 emission standards. Outperforms API CH-4, CG-4 and CF-4 oils.

ACEA CLASSIFICATION

The ACEA European Performance Classification sets higher requirements for oils than API classification. ACEA is more in line with car park and operating conditions typical for the European zone, as well as Russian realities.

ACEA CLASSIFICATION DIVIDES PASSENGER OILS INTO FOUR CATEGORIES:

1. A1/B1-10 oils for gasoline and diesel engines designed for especially low-viscosity energy-saving oils 2.92. A3/B3-10 for the most loaded (including supercharged) engines, for severe operating conditions or extended drain intervals as recommended by the manufacturer HTHS> 3.5.

3. A3/B4-10 with direct fuel injection system common rail or unit injectors of passenger cars, minibuses and light trucks HTHS>3.5 for the most loaded (including supercharged) engines, for severe operating conditions or extended drain intervals as recommended by the manufacturer.

4. A5/B5-10 oils for gasoline and diesel engines designed for especially low-viscosity energy-saving oils 2.9 Low SAPS, ASEA C

Oils with a modified package of additives and designed for compatibility with three-stage catalysts of gasoline engines or particulate filters of diesel engines are allocated to the ACEA C category. These, for example, are Liqui Moly oils of the Tor Tes series. The ACEA C class of oils generally repeats classes 1, 2, 3, 4, with a corresponding limitation on ash content. These classes are called Low SAPS (limitation of sulfur (S), ash (Ash), phosphorus (P)), ACEA C1 and C2 have the most stringent SAPS limits, and C3 and C4 are softer Mid SAPS.

ACEA E CLASSIFICATION FOR TRUCKS

ASEA E2. Multipurpose oil for naturally aspirated and turbocharged truck diesel engines, medium and heavy duty with normal oil change intervals.

ASEA E4. High stability oil that provides excellent piston cleanliness, wear reduction and soot control. The oil is recommended for use in high-end diesel engines meeting Euro 1, Euro 2, Euro 3 and Euro 4 emission requirements and operating under severe conditions, such as significantly extended oil change intervals according to manufacturer's recommendations.

ASEA E7. Highly stable oil that keeps pistons clean and prevents cylinder wall polishing, which further provides excellent wear life, no deposits on the turbo, soot control and oil stability. The oil is recommended for use in high-end diesel engines that meet Euro 1, Euro 2, Euro 3 and Euro 4 emission requirements and operate under severe conditions, such as significantly extended oil change intervals according to manufacturer's recommendations. The oil is suitable for engines without mechanical filters and for most engines with exhaust gas recirculation equipped with SCR NOx reduction systems.

ACEA E6 Low SAPS. Same as E4. It is also recommended for engines equipped with diesel particulate filters in combination with low sulfur diesel fuel (maximum 50 ppm). Highly stable oil that keeps pistons clean and prevents cylinder wall polishing, which further provides excellent wear life, no deposits on the turbo, soot control and oil stability. The oil is recommended for use in high-end diesel engines meeting Euro 1, Euro 2, Euro 3 and Euro 4 emission requirements and operating under severe conditions, such as significantly extended oil change intervals according to manufacturer's recommendations. The oil is suitable for engines without mechanical filters and for most EGR engines equipped with SCR NOx reduction systems. However, manufacturer's recommendations may vary, so if in doubt, please refer to the instruction manual and/or consult your dealer.

ACEA E9 Low SAPS. Oils that effectively keep pistons clean and protect against varnish deposits. They provide excellent wear protection, high resistance to soot contamination and stable properties throughout the entire period of operation. Recommended for modern diesel engines that meet the requirements of Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 and operate in severe conditions with extended drain intervals (in accordance with manufacturers' recommendations). Can be used in engines with or without particulate filters and in most engines equipped with exhaust gas recirculation and nitrogen oxide reduction systems. Oils of this class are strongly recommended for engines equipped with diesel particulate filters and designed to operate on fuels with a low sulfur content.

ILSAC CLASSIFICATION SYSTEM

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

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

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

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

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

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

CLASS DH-2 designed for truck engines equipped with aftertreatment products such as diesel particulate filters (DPF) and catalytic converters in accordance with the latest emission regulations. Oils that meet this standard are highly compatible with DPFs and diesel converters, while at the same time meeting the requirements for DH-1. DH-2 oils may be used in engines that meet previous emissions requirements, provided that the change intervals prescribed by the vehicle manufacturer are followed. At present, Liqui Moly is the only company in Europe producing oil of this classification: Top Tec 4350.

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

Oils DH-2 and DL-1 can be used without reducing the oil change interval only in those regions where diesel fuel with a low sulfur content is used (sulfur content is not more than 0.005%).

JASO CLASSIFICATION FOR 4-STROKE MOTOR EQUIPMENT

MA– oils for 4-T motorcycle equipment with an oil bath clutch, partially comply with API SG.

MA-2– oils for 4-T heavy-duty motorcycle equipment with oil-bath clutch, partially compliant with API SL.

MB- oils for 4-T motorcycle equipment with a "dry" clutch.

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

Additional requirements may be due to design features or materials used. But in any case, automakers want to control the quality of oils poured into their vehicles. This is quite costly for lubricant manufacturers, since certain tests must be passed not only in greenhouse laboratory conditions, but also on units in real operation in order to obtain approval.

For example, if AvtoVAZ's approval, which applies to the entire model range, is taken as a certain conventional unit of cost, then Volkswagen's approval is much more expensive and can only apply to one type of engine. What's more, the GM Dexos ™ license has a progressive scale of cost, and each subsequent year of its possession costs more than the previous one.

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

By 2010, all European automakers have formulated their requirements for motor oils. With regard to more specific gear oils and ATFs, such requirements have been formulated even earlier.

For a simple consumer, the use of non-homologated oil is fraught with a loss of warranty. Therefore, when going to a service and purchasing oil in a retail network, you should not only ask about the availability of a PCT certificate from the seller, but also take a copy of the corresponding manufacturer's approval from him. Liqui Moly does not save on the homologation of its lubricants by obtaining or renewing valid approvals in a timely manner. The company has all the necessary approvals for successful implementation goods: both wholesale and retail networks.

MANUFACTURER'S APPROVALS, GENERAL

BMW Spezial Oil– “easy-running” oils that effectively reduce friction. Applicable until 1998.

BMW LL-98– oils for gasoline engines from 1998 to 09/2001, selection by WIN code.

BMW LL-01– oils for petrol and diesel engines from 09/2001, selection by WIN code.

BMW LL-01FE- the same, but with additional energy-saving properties.

BMW LL-04– oils for gasoline and diesel engines that comply with Euro-4 standards since 2004, including those with DPF particulate filters.

mercedes benz

MV 229.1- oils for gasoline and diesel engines that meet the requirements of ACEA A2-96 / A3-96 and B2-96 / B3-96.

MV 229.3– oils for gasoline (including compressor) and diesel (CDI) vehicles with Assyst Plus System.

MV 229.31– oils for gasoline and diesel engines that comply with Euro-4 standards since 2004, including those with DPF particulate filters and cars with Assyst Plus System.

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

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

Ford & Premier Automotive Group

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

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

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

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

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

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

Opel / General Motors

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

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

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

GM dexos 2™– resource-saving oil for all gasoline and diesel engines with diesel particulate filters (DPF) and with extended drain intervals in Europe since 2010 (30,000 km or once a year). Replaces GM-LL-A-025/ B-025.

A40– oils for all types of Porsche engines since 1994. Applies to all classic 911, Cayman, Cayenne, Boxter and Panamera as well as Cayenne V6 without extended change intervals.

C30– technically repeats VW approvals 504 00 and 507 00 and is also recommended for Cayenne Diesel with a 3.0 TDI engine equipped with a diesel particulate filter and a V6 petrol engine with extended drain intervals (Europe).

PSA-Group (Peugeot&Citroen)

New specifications for 2009 for all PSA-Group engines

B71 2295- oils for engines manufactured before 1998. SAE 15W-40. Complies with ACEA A2/B2 specification.

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

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

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

RN0700– oils for gasoline engines without turbocharging, manufactured before 2008. Meets ACEA A3/B4 or A5/B5 specifications.

RN0710– oils for petrol engines with turbocharging for sports models, as well as for diesel engines without a particulate filter. Conforms to ACEA A3/B4 specification with additional Renault tests.

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

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

VW 501 01- regular multigrade oil. For gasoline engines and naturally aspirated diesel engines.

VW 502 00– oils for gasoline engines since 1996, selection according to WIN (replacement interval up to 15,000 km).

VW 503 00– oils for gasoline engines since 1998, selection according to WIN (replacement interval up to 30,000 km or every two years). Reduced high temperature viscosity, HTHS

VW 503 01– oils for Audi turbocharged petrol engines from model year 2000, selection according to WIN. High high temperature viscosity, HTHS>3.5 mPa/s.

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

VW 505 00– oils for diesel engines with or without a turbine and without a particulate filter (standard change intervals up to 15,000 km or once a year). High high temperature viscosity, HTHS>3.5 mPa/s.

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

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

VW 506 01- oils for diesel engines from model year 2002 with unit injectors and without a particulate filter, selection according to WIN (replacement interval up to 50,000 km or every two years). Low high temperature viscosity, HTHS

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

TECHNICAL DOCUMENTATION FOR OILS

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

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

3. Declaration of conformity. Declares the conformity of oils to GOST. Replaces the obsolete PCT certificate in 2010. It is issued by an authorized certification organization, in our case it is NAMI. It is a necessary document for the Russian customs, a copy certified with blue seals must be present in trading organizations. As a rule, oils are listed in the declaration as an appendix to the main text.

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

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

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

2. Special oils designed for specific car models of various car manufacturers.

3. Universal oils.

LIQUI MOLY BRANDED PRODUCTS: HIGH ANTI-FRICTION OILS

Moligen is the flagship of the Liqui Moly anti-friction oil line! The development of 2001, which was based on the latest discoveries in the field of tribology (the science of friction), is protected by several international patents. The unique technology and the use of the original additive package provide an increase in anti-friction and anti-wear properties with increasing load. PROTECTIVE PROPERTIES OF THE OIL INCREASE AS THE LOAD ON THE ENGINE INCREASES! Moligen oils keep perfectly in friction units, not draining from the contact surfaces even during long periods of engine downtime. Thanks to this unique feature oil significantly reduces engine wear during a “cold” start. Moligen withstands the highest loads and the most difficult operating conditions, while protecting and increasing engine life.

The Moligen series has an extended viscosity range, which makes it possible to successfully use these oils with very significant temperature and load fluctuations.

The Moligen series is represented by two oils: 100% synthetic and semi-synthetic. These oils have an extended viscosity-temperature range, which allows them to be used under the highest loads and in almost any climatic conditions. And the difference in the cost of “synthetics” and “semi-synthetics” allows the consumer to make a choice taking into account his financial capabilities, i.e. “for any wallet”!

"Moligen" is a kind of "tuning" product that is really capable of improving the technical and economic characteristics of the engine.

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

Due to smoothing of microroughnesses and microroughnesses of Moligen surfaces provides temperature reduction in friction units, which in turn contributes to a significant increase in the service life of the oil itself and the preservation of the stability of its properties throughout the entire inter-shift period.

"Moligen" perfectly keeps on friction surfaces and does not flow into the sump, so when the engine is started, instant lubrication is immediately provided.

Reduced engine noise, the car becomes more comfortable to operate.

Easier cold start, including when the battery is “run down”, the wear decreases sharply, at times, when the engine warms up.

The exceptional cleanliness of the engine is maintained.

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

Moligen oils were created specially designed to protect engines from wear and scuffing under the most severe operating conditions.

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

Potential consumers: motorists, auto mechanics and owners of small car services who purchase engine oils for servicing vehicles operated in severe and extra severe conditions.

Currently, Liqui Moly GmbH is improving the Molygen line in accordance with the increased modern requirements for motor oils. The range of viscosities is expanding: it is planned to produce oils 0W-20, 5W-30, 5W-40 for gasoline engines and 5W-40, 10W-40 for diesel engines, and the first 2 viscosity grades will be released in low versions SAPS. In this case, completely new anti-friction components with unique properties will be used, providing not only an effective reduction in friction, but also keeping the engine in perfect cleanliness. The color of the oil will become lighter, but retain an intense green tint. Currently, samples of the new Moligen, under the working name Molitek, are being tested in Russia.

OILS WITH MOLYBDENUM DISULFIDE

The "visiting card" of the company is anti-friction oils with the addition of molybdenum disulfide. This additive gave the name of the company (liqui (abbr.) - liquid, moly (abbr.) - molybdenum). It is the unique properties of this compound, which is found in engine oil in the form of a suspension, that at one time allowed the company to successfully enter the world market.

One of the main problems of engine building is the wear of rubbing surfaces. Despite all efforts to make the surfaces of the parts as smooth as possible in order to minimize friction, microroughness and microroughness still remain on the surface. However, these irregularities can be smoothed out due to the presence of a thin film of molybdenum disulfide (MoS2) on the friction surfaces, which is able to withstand significant mechanical loads and temperatures up to +450°C. This improvement in surface quality reduces the coefficient of friction and, as a result, reduces the wear of rubbing engine parts. Molybdenum disulfide is able to protect the engine even in case of oil starvation or water ingress into the oil.

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

Molybdenum disulphide oils are excellent for break-in in both new and refurbished vehicles. Molybdenum disulfide also proved to be excellent as a highly effective additive that reduces engine noise. Liqui Moly oils with molybdenum disulfide have received well-deserved recognition not only in Europe, but also among Russian motorists and auto mechanics.

All oils with molybdenum disulphide have successfully passed laboratory and motor tests, which made it possible to obtain TUV CERTIFICATES - and this is more than a serious recommendation: confirmation of not only efficiency, but also safety of use! Liqui Moly is currently working closely with the independent laboratory APL in Landau.

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

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

Oils with molybdenum disulphide are used where loads are especially high, there is a risk of oil film blowing and scuffing. High thermal-oxidative stability allows these oils to be used in extreme operating conditions. High stability and excellent detergent properties help to reduce the formation of various deposits and sludge inside the engine.

Oils with molybdenum disulphide effectively reduce friction and engine wear compared to standard products.

Extend engine life by at least 50%.

They reduce the temperature in the friction units, which contributes to a significant increase in the service life of the oil itself and allows you to maintain the service characteristics of the oil between shifts.

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

Cold start is facilitated, including when the battery is “run down”, wear is sharply, significantly reduced when the engine warms up.

Contribute to maintaining engine cleanliness due to the content of a reinforced package of detergent-dispersant additives.

The use of molybdenum oils during engine break-in makes it possible to run in the friction surfaces of friction units in the best possible way and without scoring, which ensures the best power indicators of the engine during further operation.

Oils with molybdenum disulphide are able to withstand the most severe operating conditions.

Questions and answers

1. Used for a long time semi-synthetic oil with molybdenum disulfide. A friend of mine advised to alternate the use of this oil with the usual semi-synthetic oil without molybdenum disulfide. Does it need to be done?	Answer: It is not clear what your friend was guided by when giving such a recommendation. Both of these oils are absolutely identical in composition, with the exception of the content of molybdenum disulfide in one of them. Moreover, as has been repeatedly emphasized, molybdenum disulfide is contained in a stable colloidal state, which means that under no circumstances does it precipitate or agglomerate; disulfide particles do not stick together and do not clog either the filter or oil channels. Therefore, there is no reason to alternate the use of oils. Therefore, oil with molybdenum disulfide can be safely used throughout the entire life of the car, starting directly from the engine break-in.
2. Does the molybdenum disulphide additive affect the pour point of gear oil?	Answer: The pour point of gear oils is determined, first of all, by the pour point of the base oils used to obtain them (mineral or synthetic) and the amount of special pour point depressants. Molybdenum disulfide is an anti-friction additive and does not affect the pour point of gear or engine oil in any way.
3. There are rumors about the restriction and subsequent prohibition of the production and use of oils with molybdenum disulfide in Germany. Is this true?	Answer: These rumors have been circulating for more than 10 years, but for some reason not in Germany, but only in Russia... This is absolutely false information. Even in engines that comply with strict environmental standards Euro-4 and 5, it is possible to use oil with molybdenum disulfide. However, it is necessary to clarify the recommendations directly from the automaker. There are no laws restricting the use of MoS2 in Europe.
4. Oil with molybdenum disulfide is a suspension of a solid lubricating component, the particles of which can stick together or with carbon particles and clog oil system. Is it so?	Answer: Oil with MoS2 has a balanced formula containing an additional amount of detergent-dispersant components that prevent particle agglomeration and “suspend” them in the oil volume. Thus, oil with MoS2 does not give sediments, deposits, does not clog oil channels and hydraulic lifters. This is confirmed by the recently updated API SL / CF classification for MOS2 Leichtlauf 10W-40 oil.

Work with objections

1. Molybdenum oils are the last century and their use is irrelevant, since there are better products.	Answer: The car park in the Russian Federation is represented by both new and heavily used cars. The use of molybdenum oils allows you to solve a number of problems during the operation of a car: they reduce wear, reduce engine noise, reduce fuel consumption, reduce heating of units, restore the operation of hydraulic compensators and hydraulic tensioners, allow you to properly break in a new and repaired engine, extend engine life. They can and should be used in order to better preserve engine parts: both new and used. The amount of sulfur in molybdenum oils is so low that their use is possible even in vehicles equipped with modern 3-stage converters.
2. In my shop huge assortment motor oils, why do I need two more grades of oil?	Answer: Oils with molybdenum are very special products that have long gained popularity and have their own stable circle of users among motorists. These are "oils with authority", so they invariably find guaranteed sales.
3. Why do I need Liqui Moly molybdenum oils when there is cheaper Mannol?	A: Mannol oils are not as balanced as Liqui Moly oils and have a shorter lifespan. When using Mannol oils, problems in car operation are possible. We offer you a proven product of guaranteed quality from the founder, "trendsetter" and world leader in the use of "molybdenum technology" in the production of oils.

UNIVERSAL OILS FOR PASSENGER CARS

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

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

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

	FULLY SYNTHETIC ALL-SEASON ENGINE OIL with extended drain interval. Has recommendations for use in AUDI turbo engines. Saves fuel. Since 2011 it has been supplied in 4 liter canisters (art. 1175). art. 1171/1172/1175

	FULLY SYNTHETIC ALL-SEASON ENGINE OIL for gasoline and diesel engines. The most popular Liqui Moly product, tested in sports and "civilian" applications. Possesses low flow for waste, excellent detergent properties, the maximum resource for this class. Optimal in terms of price / quality ratio. art. 1924/1915/1925

	FULLY SYNTHETIC ALL-SEASON ENGINE OIL with excellent energy-saving properties and unrivaled resource in its class. Significantly less analogs are oxidized. Saves fuel. art. 1922/7536/1923/1363/1364

	FULLY SYNTHETIC DIESEL OIL - a rarity on the market! It has all the advantages of the above product. art. 1926/1927/1342

	SPECIALIZED SYNTHETIC OIL for sports cars and specially prepared engines. It has unsurpassed resistance to overheating, withstands a constant temperature in the oil pan over 180°C! Possesses unrivaled resistance to fuel dilution at high enrichment fuel mixture. Provides maximum engine protection against wear, scoring and sticking. [WARNING:] application in standard cars limited. art. 1943/7535/1944

	LATEST HC-SYNTHETIC LOW-ASH ENGINE OIL of the highest class for all-weather use in gasoline and diesel engines. The latest formula provides this oil with an unsurpassed resource. API SN/CF; ACEA A3-08/ B4-08; BMW Longlife-01; MB 229.5; Porsche A40; Renault RN 0700, 0710; VW 502 00/505 00; Opel GM LL-B-025; Fiat 9.55535-H2, 9.55535-M2; Peugeot/Citroen (PSA) B71 2294, B71 2296. art. 3863-3869

	LATEST GENERATION ENGINE OIL for highly accelerated passenger car engines that comply with Euro-4 and Euro-5 standards, with extended oil change intervals, including BMW, Mercedes-Benz, Volkswagen. It has high anti-friction and energy-saving properties. The oil provides optimal pressure, high fluidity at low temperatures, guaranteed wear protection. Compatible with two-stage catalysts, can be used in turbocharged engines with DPF filter. Approved for use in diesel engines equipped with pump injectors. art. 7563/1136/7537/7564/1137

	ALL-SEASON ENGINE OIL for gasoline and diesel engines. Due to the coplanarity of the additive package and base base, it has unique antioxidant properties and excellent durability. It has the best combination of price and quality. Provides reliable start-up and reliable engine lubrication at negative (up to -35C°) temperatures. Compatible with catalytic converters and turbocharging. Extended oil change interval. Alkaline reserve allows the use of sour fuel. art. 3925/3926/3927

	LIQUI MOLY'S MOST POPULAR PRODUCT! In 2006, it underwent a change in formulation: it received an ultra-modern HC-synthetic base and an updated package of additives of a higher class. It has a solid margin of properties compared to oils of a similar class. The additive package of this oil is focused on maximizing friction reduction, increasing resource and reducing fuel consumption. The product implements the principle of "easy running", that is, the maximum simplification of the engine. art. 1928/1916/1929/1304

	UNIVERSAL OIL, intended for topping up to replenish the oil level in the engine in case of impossibility to top up the used oil or in the absence of information about the product used. It mixes without problems with standard oils, as well as with a number of oils that meet the special requirements of manufacturers, for example: for diesel engines with unit injectors, for engines with a DPF filter, with multi-stage exhaust gas aftertreatment systems, etc. It can also be used as a self-sufficient filling product in the vast majority of engines, including those with direct injection, turbocharging, phase change systems and valve lift. It has nominal tolerances of most European manufacturers. art. 1305

	SEMI-SYNTHETIC ALL-SEASON OIL for cars. The oil is positioned as a product for use during the warranty and post-warranty periods in domestic cars, primarily VAZ and GAZ brands. The properties of the oil are optimized in order to obtain maximum protective properties during the entire service interval recommended by the automaker. Successfully passed certification on VAZ engines in NAMI and operational tests on ZMZ engines. According to the test results, it is officially recommended for use. It has excellent detergent and antioxidant properties. In 2009, the basic base and additive package were changed, in this regard, the VAZ approval is no longer valid. art. 3929/3930/3931/3932

	SEMI-SYNTHETIC ALL-SEASON OIL for cars. Low-viscosity all-weather motor oil for diesel engines, developed according to the most modern technologies using the latest additive packages. Due to the high content of detergent and dispersant additives, compared to conventional oils, it is well suited for operation not only in gasoline, but also in diesel engines, including those with a Common Rail system and direct fuel injection. Allows you to reduce friction, wear and noise during engine operation, save fuel in cold start modes and in everyday operation, keep the engine clean. Provides maintenance stable pressure in both new and worn out engines. Tested for compatibility with turbochargers and conventional catalysts. art. 3933/3934/3935/3936

	SEMI-SYNTHETIC ALL-SEASON DIESEL OIL for cars. Ideologically repeats Super Leichtlauf SAE 10W-40. Oil with a fundamentally new package of additives focused on fuel economy and maximum ease of engine operation by reducing friction. Prevents the formation of low- and high-temperature deposits, has enhanced detergent properties. It is used on all modern diesel engines, including those with direct fuel injection, turbocharging with variable geometry, ?-regulation and Common Rail system. art. 7565/7566

	ALL-SEASON MINERAL ENGINE OIL highest quality specially designed for extreme operating conditions and long oil change intervals. Currently, deliveries of the Russian article are suspended due to a general decrease in demand for mineral oils. Instead, a non-Russified German product is supplied. art. 1095/1096

Competitive advantages of Liqui Moly oils

1. All oils are exclusively of German production with scrupulous quality control in German at all stages of the technological chain.

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

3. Guaranteed margin of properties and exceeding the classifications due to the increased amount of additives introduced.

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

5. Own ISO 2001 certified laboratory with more than 100 employees.

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

7. At Liqui Moly, there is no vicious practice of distinguishing between the quality of products manufactured for the domestic German market and intended for export.

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

SPECIAL OILS FOR VARIOUS VEHICLE BRANDS

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

The main reason for the appearance of low-viscosity grades of oils in the recommendations of car manufacturers, of course, was their ability to reduce fuel consumption, primarily in warm-up modes - up to 15-17%! Under normal conditions, such oils also provide fuel economy, although it is expressed in more modest figures - up to 5-7%. However, the use of such oils became possible only due to significant changes in engine production technology and the use of completely new structural materials.

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

The viscosity of the oil must be taken into account when choosing the right product, but this should not be done in the first place. Modern cars have "generic" features. Volkswagen, for example, has pump injectors and some other features. First of all, it is necessary to take into account the tolerances of the automaker. If specific requirements are put forward, then the viscosity of the already approved oil is automatically subject to these requirements, as well as the special additives required for that particular engine.

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

Competitive advantages of Liqui Moly in the specialty oils sector

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

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

SPECIAL OILS ASIA-AMERICA

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

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

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

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

Reduced HTHS viscosity at 150°C to provide specified fuel economy.
Low volatility (according to Nok or ASTM).
Good filterability at low temperatures (GM test).
Low foam (ASTM I-IV).
High shear load stability.
Mandatory fuel economy.
Low content of sulfur and phosphorus for the safety of the catalyst.

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

Assortment and technical description

	A MODERN LOW VISCOUS premium engine oil designed specifically for all season use in Asian and American vehicles. The use of HC-synthesis base oils and the most advanced additive package guarantee exceptional wear protection, low fuel and oil consumption, engine cleanliness and extremely fast oil flow to all lubrication points - excellent pumpability. Depending on the requirements of the automaker's instructions, oil change intervals can be extended up to 40,000 km. API SM; ILSAC GF-4, Ford WSS-M2C 930-A; Ford WSS-M2C 925-A; Chrysler MS-6395; Daihatsu; Honda; Hyundai; Kia; isuzu; Mazda; Mitsubishi DiaQueen; Nissan; Suzuki Toyota; Subaru; G.. art. 7620/7621/7622

	HC-SYNTHETIC LOW-VISCOUS ALL-SEASON MOTOR. Produced in accordance with the latest technological requirements. Provides the best cleanliness of engine parts, reduces power losses due to friction, protects the engine from wear. Allows you to save fuel and extend the life of the engine at the same time. Depending on the requirements of the automaker's instructions, oil change intervals can be extended up to 40,000 km. [NOTE:] This oil was originally classified as ILSAC GF2 (blue label). Since the fall of 2009, the classification has been upgraded to ILSAC GF4, the new formula can be recognized by the green label. Since the middle of 2011, the oil has received a new formula and updated ILSAC classification GF5, API SN. art. 7515/7516/7517/7518

	MODERN ENGINE OIL specially designed for year-round use in Japanese and American vehicles. HC-synthetic low-viscosity all-weather engine oil. Produced in accordance with the latest technological requirements. Provides the best cleanliness of engine parts, reduces frictional power losses and protects the engine from wear. Allows you to save fuel and extend the life of the engine at the same time. Depending on the requirements of the automaker's instructions, oil change intervals can be extended up to 40,000 km. API SM, ILSAC GF-4, Daihatsu, Honda, Hyundai, Kia, Isuzu, Mazda, Mitsubishi, Nissan, Suzuki, Toyota, Subaru, Ford, Chrysler, GM. art. 7523/7524/7525/7526

Consumer properties and competitive advantages

In the new millennium, many special oils have appeared, developed for certain automotive brands. These oils fall into two main groups.

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

Oils of the first group are unreasonably expensive and scarce. The second one is relatively cheap, but does not guarantee the consumer anything other than the cherished symbolism on the label. Accordingly, the oils of the first group are distributed mainly through authorized services, and the second group is flooded with markets and counters of small shops.

The owner of a warranty car is practically deprived of a choice. The engine of his car will most likely be filled with the oil prescribed by the instructions, which he will have to purchase at a dealer service with an appropriate extra charge.

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

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

The owner of a used - more than three years old - Japanese or American car, not tied to a warranty service, usually tends to save money. Therefore, he purchases oils in specialized stores, unauthorized services, or, in extreme cases, in car markets. The buyer must have a guarantee that the product he bought is not a fake and fully complies with the manufacturer's requirements for viscosity and quality class.

The appearance on the Russian market of oils of the Asia-America series greatly facilitates the choice of the “right” product for both the official dealer and the ordinary owner of a Japanese or American-made post-warranty car.

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

2. The owner of a used - more than three years old - Japanese or American car, Liqui Moly gives a real opportunity to purchase engine oil of guaranteed quality, which fully meets the requirements of the automaker in terms of viscosity and quality class.

Advantages of oils of the Asia-America series

FOR RETAIL NETWORK:

1) Asia-America oils were developed for cars after 2004 and, in fact, have no alternative, since competitors do not offer such products at retail - this is the only specialized line of oils that is supplied not only to services, but also to retail network.

2) The presence of specialized approvals of automakers, excluding errors in the choice of oil.

3) Completely replace the pseudo "original" oils created according to the "budget" principle, significantly exceeding them in terms of service characteristics. This is real German quality at a reasonable price.

4) Oils of the Asia-America series are safe for catalytic converters of cars and in relation to the environment.

5) It is not in words, but in deeds an innovative product, high technology and excellent performance.

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

7) Shelf life of Liqui Moly oils in branded plastic cans significantly exceed the shelf life of oils in tin containers.

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

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

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

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

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

7) An additional range of auto chemicals for any occasion.

1) Reasonable, "democratic" price.

2) Possibility to reduce stock assortment.

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

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

5) An additional range of auto chemicals for any occasion.

The modern low-viscosity premium engine oils offered by Liqui Moly are designed specifically for all-weather use in Asian and American vehicles. Synthesis technology base oils and the most advanced additive package guarantee exceptional wear protection, low fuel and oil consumption, engine cleanliness and extremely fast oil flow - excellent pumpability - to all lubrication points, even during cold starts.

Range of specialty oils

	A MODERN FULLY SYNTHETIC ALL-SEASON ENGINE OIL with an extended drain interval, specially developed in accordance with the new requirements for VAG vehicles. Suitable for use in petrol and diesel vehicles with and without turbocharging. Combination of modern synthetic base oils and advanced technologies in the field of additive development guarantees low oil viscosity at low temperatures and high shear stability. It prevents the formation of deposits in the engine, reduces friction and effectively protects against wear. Significantly reduces fuel consumption while increasing engine life. ACEA A1/ A5/ B1/ B5; VW 503.00, 506.00 (5/99), 506.01 art. 1150/1151/1152

	SYNTHETIC, ANTIFRICTION ALL-SEASON ENGINE OIL based on modern synthesis technologies. It has excellent thermal-oxidative stability, effectively reduces wear, reduces friction losses, and prevents engine pollution. Optimal for modern engines with timing and valve lift control, turbocharging, intercooler, particulate filter, recirculation gas cooling, and also without this equipment. Specially designed for extended oil change intervals in engines with high requirements. ACEA A5-08/ B5-08; API SL/CF; ILSAC GF-3; Volvo. art. 2853

	MODERN HC-SYNTHETIC LOW-ASL LOW-VISCOUS ENGINE OIL of the highest class for all-weather use in gasoline and diesel engines. The combination of quality base oils and an effective additive package provides exceptional wear protection, reduced fuel consumption and excellent pumpability through the lubrication system. Especially for the latest (since 2010) models of Ford (Europe), Mazda, Land Rover and other vehicles that require an oil of the appropriate class: ACEA A5-08/ B5-08; Ford WSS-M2C 913-A, Ford WSS-M2C 913-B, Ford WSS-M2C 913-C, Fiat 9.55535-G1. art. 3852-3857

	ENGINE OIL specially designed for engines of Opel cars and a number of Korean brands using engines from this automaker. HC is a synthetic all-weather low-viscosity engine oil that meets the latest technological requirements. Provides the best possible cleanliness of engine parts, reduces power losses due to friction and protects the engine from wear. Allows you to save fuel and extend the life of the engine at the same time. The oil has been tested on turbocharged and equipped catalytic converters motors. It can be used in old Opel engines (up to 2010 inclusive) in which the use of engine oils of this viscosity class is allowed. ACEA A3-04/ B4-04, API SL/CF, OPEL GM–LL–A025/ GM–LL–B025, BMW Longlife-01, MB 229.3, MB 229.5, VW 502 00/ 505 00. art. 1192/7654/1193/1196

Special oils of the Tor Tes series

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

Additional information can be found in the paid guide, which is located inGoogle Play link:

Modern petroleum (mineral), synthetic and semi-synthetic motor oils are obtained by mixing base oils with additives for various functional purposes. Petroleum distillate oils of various viscosities are more commonly used as base oils. Oils from the hydroisomerization process, so-called hydrocracking oils, and synthetic base stocks are also used. Semi-synthetic oils are obtained by mixing petroleum oils with hydrocracking or synthetic oils.
The production process of lubricating oils for modern technology consists of three stages:
1) preparation of raw materials - obtaining initial oil fractions;
Base oils (oil components) are produced at technological oil refining units according to existing flow patterns. The plants distill oil to produce distillate oil fractions 350-420°C, 420-500°C and fractions above 500°C. At the moment, the development of the oil refining industry allows distillation with a narrower fractional composition, obtaining a larger amount of base oils. 2) obtaining oil components from the original oil fractions by implementing various methods for purifying fractions at oil block installations;
In most cases thisselective purification of oil fractions 350-420°C and 420-500°C with furfural to obtain raffinates of fractions 350-420 and 420-500°C. Dtar freeing with propane and selective purification with a mixture of phenol and tricresol (selecto solvent) of the deasphalted oil in a propane solution to obtain a residual raffinate fraction above 500°C. Ghydrotreatment of the residual raffinate fraction above 500°C in a stationary catalyst bed with the production of residual hydrotreated raffinate fraction above 500°C.Deparaffinization of raffinates of fractions 350-420°С and 420-500°С and residual hydrotreated
raffinate in a solution of methyl ethyl ketone-toluene to obtain dewaxed oil fractions 350-420°C and 420-500°C, as well as the residual component of the hydrotreated (base oil OB-500).

3) direct production of commercial oils by mixing (compounding) oil components and additives.

All processes for the production of lubricating oils include steps to control the viscosity of the base oil by compounding and adding additives to obtain products with desired properties. Oils are usually compounded at 50-60°C. At this temperature, the viscosity of oils and additives is low enough to guarantee satisfactory and rapid mixing. At the same time, base oils and additives are not subjected to significant thermal effects. But at high temperatures, for example 100 °C, the decomposition rates of some additives (in particular, extreme pressure additives) are already significant. Temperatures above 100-120 °C are required only in the case of additives that are difficult to dissolve, such as sulfur in cutting fluids.
Oils can be compounded intermittently in tanks, reactors and mixers, or continuously in suitable plants.
In batch compounding, compounding tanks or mixers, with a capacity of 1 to 20 m3, are usually heated and equipped with agitators. The number of components is determined by weight, volume or dosed using a dosing pump. Optimum mixing is achieved with propeller agitators, since slowly rotating paddle agitators do not provide the necessary mixing intensity. When using a circulation pump, its power must be sufficient to repeatedly circulate the entire volume of oil at a speed of several revolutions per hour. old way mixing with air supplied to the compounding tank is economically justified in cases where there is no danger at mixing temperaturesoxidation of oil components. In this case, it is advisable to supply air to the tank not from the central system, but to supply the tank with its own blower. Otherwise, there may be complications due to condensed water or oil mist entrained in the compressed air.

In-line mixing -

continuous compounding is ethe only cost-effective way to compound large volumes of commercial oils. In this process, all components, base oils and additives, are dosed into the main stream, into the so-called mixing line. In the Cornell systemuse two or moresynchronously operating dosing pumps, the volumetric performance of which can be independently regulated with high accuracy. For uninterrupted operation requires free access of the mixing components to the dosing pumps. In proportional systems, separate dispensers are used for each component. The rotation of the dispensers is coupled with bevel gears connected to planetary gears. The required dosing speed is reached when the planetary gears of the reference and controlled component dosing units rotate at the same speed. Any deviation from the given ratio leads to uneven movement of the driven gears, as a result of which the position of the planetary gear changes and, consequently, the feed rate of the components changes. The advantage of this system is that in case of deviation from the set composition, all equipment is automatically turned off.

The Siemens and Halske compounding plant is based on the same principle. The planetary gear has been replaced with a threaded nut that changes the momentum of the air supply, adjusting the supply of components.
are typically achieved by selection of raw materials and appropriate purification of the initial oil fractions. Introduction to oils in the process of compounding additives, the necessary performance properties of oils are achieved.
The effectiveness of additives in oils of various origins significantly depends on the optimal concentration, and in the case of a composition (package) of additives, also on the optimal combination of components.
To obtain balanced compositions of motor oils that meet a set of requirements, mixtures of oils are mixed with antioxidant, detergent-dispersant, anti-wear, extreme pressure, depressant, viscosity and anti-foam additives. Also in the production it is possible to use multifunctional additive packages that include all of the above properties.