How to burn a particulate filter?
Everything is simple. You leave on the highway and drive at 3000 rpm for 15-20 minutes.
If you notice smoke, then the regeneration has begun and you should not turn it off, because it will be recorded as unsuccessful.
What oil to use?
Diesel engines use oils that meet one of the following tolerances:
- VW 504.00/507.00
- MB 229.51
- BMW Longlife-04
- Porsche C30
- RN 0720
As well as corresponding to ACEA C3 or C4 approval.
C - a new class - motor oils for diesel and gasoline engines that meet the latest tightened requirements for the ecology of exhaust gases Euro-4 (as amended in 2005). These engine oils are compatible with catalytic converters and diesel particulate filters. Actually, it was the innovations in European environmental requirements that led to the reconstruction of the ACEA classification. Today there are three classes in this new category: C1-04, C2-04, C3-04.
These tolerances correspond to oils:
Low-ash oils for soot. The bottom line is that soot is burned out and ash remains, which does not burn out, but clogs the honeycombs.
How does a particulate filter work?
Vehicles equipped with diesel engines are subject to strict emission limits. This has led to diesel particulate filters being fitted as standard. In Europe, even many old cars are equipped with DPF filters, and this is subsidized by the state.
The most common type of DPF filter is the "wall-flow" filter. They are usually made of ceramic material and their structure consists of several parallel channels. This technology is similar to a catalytic converter.
The main task of the DPF filter is to collect soot. Soot accumulates at the end of the channels. Gradually the exhaust gases will have less room to flow and this will cause an increase in pressure. Periodically accumulated soot must be burned. This process is called particulate filter regeneration.
Regeneration is the process of removing accumulated soot from the DPF filter. This can be passive (influenced by the temperature of the exhaust gases during normal vehicle operation) or active (forced), which causes a very high temperature in the exhaust system. This can be implemented in various ways. The most common case is when the temperature increase is achieved through later fuel injection or injection during the exhaust stroke.
DPF filters are equipped with multiple sensors. Pressure sensors are installed before and after the filter. They monitor the flow of exhaust gases. (the amount of accumulated soot that causes restriction in the flow of gases). Nearby are a labda probe and a temperature sensor. They control combustion, temperature and emissions.
In addition to active and passive regeneration, two types of filters are distinguished - with and without a catalytic converter. DPF filters with a catalytic converter have a temperature sensor between the two filters (the catalytic converter and the DPF filter itself). DPF filters without a catalytic converter usually have a temperature sensor in the front.
The question arises - what is the problem? Even with an active and passive system to activate the filter regeneration process, raising the temperature to the desired value over a long period of vehicle operation does not always occur. Even with an active system, the regeneration process does not always start or does not work properly (the soot does not burn completely). One of the causes of soot accumulation is short car trips. If the regeneration process does not start, it will eventually cause the vehicle to jerk and lose power. In addition, excess pressure caused by a clogged DPF can damage the turbine or engine.
At the moment, more and more motorists are choosing diesel cars for economic reasons. Low mileage and frequent city driving can cause these problems and costly DPF filter replacements.
What are permissions?
The tolerance or standard determines the quality level and / or the specifics of the lubricant, the composition of the additive package that will work for the benefit of a certain type of engine that is on your car. And this is exactly the information that you and I will look for on a can of oil, picking up for your car. The automaker's requirements for the quality of oils can be determined either by their own standards or by generally accepted international standards.
Oil approvals for VW / Audi / Seat / Skoda - VAG
VW 500.00- energy-saving, all-weather motor oils SAE 5W-30, 5W-40, 20W-30 or 10W-40, designed for use in gasoline engines. Basic characteristics meet the requirements of ACEA A3-96.
VW 501.01- universal motor oils for use in gasoline and diesel engines with direct injection. Basic characteristics meet the requirements of ACEA class A2, use in turbodiesel engines - only in combination with - VW 505.00.
VW 502.00- engine oil for gasoline engines with direct injection, as well as increased effective power. Basic characteristics meet the requirements of the ACEA A3 class;
VW 503.00- a new standard for gasoline engines with extended service intervals (WIV: 30,000 km, 2 years, Longlife). Exceeds 502 00 (HTHS 2.9 MPa/s) requirements. The oil is intended exclusively for engines that have been produced since May 1999, it is forbidden to use it for cars of previous years of production due to a lower high-temperature viscosity, which can lead to engine damage.
VW 503.01- motor oils for loaded gasoline engines with extended service intervals (Longlife), for example, Audi S3, TT (HTHS> 3.5 MPa/s).
VW 504.00- motor oils for gasoline and diesel engines with an extended service interval Longlife, including diesel engines with fine filters without additional fuel additives.
VW 505.00- motor oils for diesel engines of passenger cars with and without turbocharging. The basic characteristics correspond to the requirements of the ACEA B3 class. Compatibility with elastomer gaskets must be tested.
VW 505.01- car oils with a viscosity of SAE 5W-40 for diesel engines with a pump - nozzle (Pumpe - Demse).
VW 506.00- car oils for turbocharged diesel cars with extended service interval Longlife; The basic characteristics correspond to the requirements of the ACEA B4 class. Designed only for engines manufactured since May 1999; it is forbidden to apply to cars of previous years of production due to low high-temperature viscosity, which can lead to engine damage.
VW 506.01- engine oil for diesel engines with a pump-injector with an extended service interval Longlife. Basic specifications comply with ACEA B4 requirements.
VW 507.00- motor oils for gasoline and diesel engines with an extended service interval Longlife, including diesel engines with fine filters without additional fuel additives. Alternatively - 505.00 or 505.01
Oil approvals for Daimler Chrysler / Mercedes-Benz
For diesel engines:
MB 228.1- all-weather SHPD motor oils approved for Mercedes-Benz diesel engines. Extended oil change interval for turbocharged engines of trucks; basic requirements comply with the ACEA E2 standard. Compatibility with elastomer gaskets must be checked.
MB 228.3 - all-weather multi-viscosity motor oils SHPD for diesel engines of heavy trucks and tractors with and without turbocharging. Depending on the operating conditions and service maintenance, the oil change interval can be up to 45,000 - 60,000 km. The basic requirements are in accordance with the ACEA E3 standard.
MB 228.31 - engine oils for commercial trucks with diesel engines equipped with particulate filters. The approval requires that the oil meet the API CJ-4 standard, plus such engine oil must additionally pass two tests developed by Mercedes Benz designers: MB OM611 and OM441LA.
MB 228.5 - UHPD (Ultra High Performance Diesel) engine oil for loaded diesel engines of commercial trucks that meet Euro 1 and Euro 2 environmental standards, with an extended oil change interval (up to 45,000 km); for the heavy class, up to 160,000 km is possible (according to the recommendations of the vehicle manufacturer). Basic requirements comply with the ACEA B2/E4 standard, as well as ACEA E5.
MB 228.51 - All-season engine oil for heavily loaded diesel engines of commercial trucks that meet Euro 4 requirements, with an extended oil change interval. Basic requirements are in accordance with ACEA E6.
For petrol engines:
MB 229.1 - engine oils for passenger cars with diesel and gasoline engines manufactured from 1998 to 2002. The requirements are slightly increased in comparison with the requirements of the ACEA A3, as well as B3 standards. Motor oils approved by MV 229.1 are not recommended for use in MV engines after 2002, namely: gasoline M271, M275, M28, as well as diesel OM646, OM647 and OM648.
MB 229.3 - motor oils for passenger cars with an extended oil change interval (up to 30 thousand km, in accordance with the recommendations of the car manufacturer). The requirements are slightly increased in comparison with the requirements of the ACEA A3, B4 standards. Engine oils approved according to MB 229.3 are recommended for gasoline engines of the M100 and M200 series, as well as for diesel engines of the OM600 series (except for models with a particulate filter).
MB 229.31 - car oils L.A. (low ash) for engines of cars and minibuses equipped with particulate filters. Particularly recommended for W211 E200 CDI, E220 CDI. The minimum content of sulfate ash (up to 0.8%). The approval was introduced in July 2003. On its basis, later, in 2004, the ACEA C3 class was developed.
MB 229.5 - motor oils for passenger cars with an extended oil change interval (up to 30,000 km, in accordance with the recommendations of the car manufacturer) that meet increased environmental requirements. The requirements are slightly increased in comparison with the requirements of the ACEA A3, B4 standards. Compared to MB 229.3, they provide fuel savings of at least 1.8%. The approval was introduced in the summer of 2002 and is recommended for the following series of MV engines: diesel OM600 (except models with particulate filter), petrol M100 and M200.
MB 229.51 - the approval was introduced in 2005 for engine oils recommended for use in diesel engines with particulate filters, as well as modern gasoline engines. For motor oils approved for this approval, an extended service interval is provided compared to MV 229.31, up to 20 thousand km. Basic requirements are in accordance with ACEA A3 B4 and C3.
BMW engine oil approvals
According to the specifications of the BMW concern, for cars of the 1st, 3rd, 5th, 6th and 7th series with gasoline engines, only motor oils that have passed a special set of tests and officially approved by BMW are allowed to be used. For cars of the same series with diesel engines, it is allowed to use universal engine oils that meet the requirements of certain classes according to the ACEA classification (in accordance with the documentation for the car).
BMW Special Oil- motor oils for gasoline and diesel engines BMW - general classification. Special motor oils are motor oils with a high degree of fluidity, usually with a viscosity of SAE 0W-40, 5W-40 and 10W-40. Each brand of such engine oil is approved for use as the first refueling for BMW vehicles solely on the basis of factory tests.
BMW Longlife-98- motor oils for some gasoline engines, starting from 1998 of release. Such engine oils can be used for engines for which maintenance with an extended service interval Longlife is provided. The basic approval requirements are based on the ACEA A3/B3 classification. The use of such engine oils in engines of earlier years of manufacture, as well as in engines for which a Longlife service interval is not provided, is not recommended.
BMW Longlife-01- motor oils intended for use in some gasoline engines of BMW cars, starting from 09/2001 of manufacture with an extended service oil change interval Longlife. The basic approval requirements exceed those of the ACEA A3/B3 classification.
BMW Longlife-01FE- the same as the previous category, but these motor oils are designed for engines that operate in conditions of increased complexity and were released after 2001.
BMW Longlife-04- the approval was introduced in 2004 for motor oils approved for use in modern BMW car engines. The possibility of using such motor oils in engines manufactured before 2004 is unknown and therefore not recommended.
Opel / General Motors engine oil approvals
Opel does not develop separate engine oil approvals for its different engines, there are only two approvals from Opel - for diesel and gasoline engines. Oil tolerances from Opel begin with the GM-LL coding, after which, by analogy with the ACEA classification until 2004, the letter A or B is placed (A for gasoline engines, B for diesel engines).
GM-LL-A-025- motor oils for gasoline engines of passenger cars. The basic tolerance requirements are in accordance with the ACEA A3 standard.
GM-LL-B-025- motor oils for diesel engines of passenger cars. Basic tolerance requirements are in accordance with ACEA B3, B4 standards.
Dexos1- This approval is for gasoline engines and is available in these types: 0W-20, 5W-20, 0W-30 and 5W-30. The Dexos-1 replaces the current GM6094M in the US market.
Dexos2- this approval was specially developed due to the popularity of diesel engines in Europe, for Opel 2010 model year with a GM diesel engine. Oils with Dexos 2 approval have replaced oils with GM-LL-B025 approval, and are produced primarily in the SAE 5W-30 viscosity grade. The product belongs to the class of low-ash oils (ACEA C3-08), has a normal HTHS (> 3.5).FORD Oil Approvals
Ford M2C913-A- engine oil, viscosity SAE 5W-30. This approval meets ILSAC GF-2 and ACEA A1-98 and B1-98 and additional Ford requirements.
Ford M2C913-B- approval Ford M2C913-B issued in Europe for the initial filling of the engine with engine oil, applicable to gasoline engines with spark ignition, and diesel engines Ford. Oils must meet all the requirements of ILSAC GF-2 and GF-3, ACEA A1-98 and B1-98 and additional Ford requirements.
Ford M2C913-C- fully compatible and highly recommended for all engines that use the M2C913-B approval. Engine oil that provides fuel economy and high stability in operation. Complies with ACEA A5/B5, ILSAC GF-3
Ford M2C917-A- viscosity SAE 5W40. Engine oil for diesel engines with unit injectors from VW.
Ford M2C934-B- extended approval for diesel engines with a diesel particulate filter (DPF). These engines are installed on Land Rover vehicles, the oil complies with ACEA A5 / B5 C1.
Ford M2C948-B- This SAE 5W-20 grade engine oil has been developed specifically for Ford EcoBoost engines to provide excellent fuel economy while maintaining and in some cases exceeding the performance ratings of the WSS-M2C913-C grade. At the same time, an oil with this approval is fully compatible with previous engines and is recommended for all gasoline engines for which the use of WSS-M2C913-B, WSS-M2C913-C or WSS-M2C925-B engine oils is prescribed. Lubricants meeting the specifications of WSS-M2C948-B are designed for all routine maintenance, warranty work, recall campaign work, and any other maintenance work on 3-cylinder 1.0L EcoBoost engines, and are recommended for all other gasoline engines ( except for Ford Ka, Ford Focus ST and Ford Focus RS models).
Oil approvals for Renault
RN 0700- engine oil for naturally aspirated petrol and diesel engines, with increased requirements for compatibility with exhaust gas aftertreatment systems, with the exception of Renault Sport. This standard applies to all Renault diesel vehicles equipped with a 1.5 DCi engine without DPF (diesel particulate filter) up to 100 hp.
RN 0710- engine oil, with increased requirements for compatibility with exhaust gas aftertreatment systems, for turbocharged gasoline engines, including Renault Sport and diesel engines without a particulate filter from the Renault, Dacia, Samsung groups. Except 1.5 DCi engines without DPF (diesel particulate filter) up to 100 hp
RN 0720- engine oil for diesel engines of the new generation, with turbocharging and particulate filter. ACEA C4 compliant + additional Renault requirements.
Oil approvals for PSA Peugeot - Citroen
PSA B71 2290- oils for diesel engines with a particulate filter, have a reduced content of sulphated ash, sulfur and phosphorus (MidSAPS/LowSAPS). Euro 5 emissions compliance. General specifications: ACEA C2/C3 + Peugeot-Citroen additional tests.
PSA B71 2294- general specifications: ACEA A3 / B4 and C3 + additional tests of the Peugeot - Citroen concern.
PSA B71 2295- standard for engines manufactured before 1998. General specifications: ACEA A2/B2.
PSA B71 2296- general specifications: ACEA A3 / B4 + additional tests of the Peugeot - Citroen concern.
API engine oil classification
This classification system for motor oils was created in 1969 by the American Fuel Institute (American Petroleum Institute) - in short API.
In accordance with this classification, engine oils are divided into two types: for gasoline (group S- service) and for diesel engines (group C- commercial) engines. For each of these types, quality classes are provided that reflect a specific set of properties and characteristics for motor oils of each class.
On the label, information about assigning an API class to engine oil will look like this: API SL- if the product is intended for use only in petrol engines, API CF- in diesel, or API SL/CF- if applicable in both types.
Classes for gasoline engines:
SA, SB, SC, SD, SE - obsolete classes, oils were used in gasoline engines of models from the past era of the automotive industry.
SF- engine oils for gasoline engines since 1980 of release. An outdated class, oils were used in gasoline engines manufactured in 1980-1989, subject to the recommendations and instructions of the engine manufacturer. Provides enhanced oxidation resistance, improved wear protection over SE base oils, and better protection against sludge, rust and corrosion. SF class engine oils could be used as substitutes for the previous SE, SD or SC classes.
SG- engine oils for gasoline engines since 1989 of release. Designed for use in gasoline engines of passenger cars, minibuses and light trucks. Motor oils of this class have properties that provide improved protection against carbon deposits, oil oxidation and engine wear, in comparison with previous classes, and also contain additives that protect against rust and corrosion of internal engine parts. SG grade engine oils meet API CC diesel engine oil requirements and can be used where SF, SE, SF/CC or SE/CC grades are recommended.
SH- engine oils for gasoline engines since 1994 of release. The class was adopted in 1992 for motor oils recommended since 1993. This class is characterized by higher requirements than the SG class, and was developed as a substitute for the latter, to improve anti-carbon, antioxidant, anti-wear properties of oils and increased protection against corrosion. Motor oils of this class are intended for use in gasoline engines of cars, minibuses and light trucks, in accordance with the recommendations of their manufacturers, they can be used in cases where the SG or earlier class is recommended by the car manufacturer.
SJ- engine oils for use in gasoline engines since 1996 of release. Engine oils of this class are designed for use in gasoline engines of cars and sports cars, minibuses and light trucks, which are serviced in accordance with the requirements of car manufacturers. SJ has the same minimum standards as SH and additional requirements for carbon build-up and low temperature operation. Engine oils meeting API SJ requirements may be used where the vehicle manufacturer
SL- engine oils for engines of cars manufactured after 2000. In accordance with the requirements of car manufacturers, motor oils of this class are used in multi-valve, turbocharged engines running on lean fuel mixtures that meet modern increased environmental requirements, as well as energy saving. Oils that meet the requirements of API SL can be used in cases where the SJ or earlier class is recommended by the automaker.
SM- Approved November 30, 2004. Motor oils for modern gasoline (multi-valve, turbocharged) engines. Compared to the SL class, engine oils that meet the requirements of API SM must have higher levels of protection against oxidation and premature wear of engine parts. In addition, standards regarding the properties of the oil at low temperatures have been raised. Engine oils in this class can be certified to the ILSAC energy saving class. Engine oils that meet the requirements of API SL, SM can be used in cases where the SJ or earlier class is recommended by the vehicle manufacturer.
SN- approved in October 2010. Today, these are the latest (and therefore the most stringent) requirements that apply to manufacturers of motor oils for gasoline engines, which imply the possibility of application in all modern generation gasoline engines. Additional requirements - application in engines using biofuels; energy saving; increased requirements for ensuring the wear resistance of the internal combustion engine; compatibility with emission control systems; increased requirements for environmental friendliness of the exhaust. The distinguishing feature of API SN (compared to API SM) is compatibility with engine seals. More recently, the API classification did not particularly care about the preservation of oil seals and gaskets. Now everything is different. API SN refers to the control of engine RTI.
Classes for diesel engines:
CA, CB, CC, CD, CD II- obsolete classes, oils were used in diesel engines operating with low and medium loads, in agricultural machinery and in two-stroke diesel engines.
CE- engine oils for use in diesel engines, starting from 1983 of release. Deprecated class. Car oils of this class were intended for use in some heavy-duty turbocharged engines, characterized by a significantly increased working compression. The use of such oils was allowed for engines with both low and high shaft speeds. Recommended for low- and high-speed diesel engines manufactured since 1983, which were operated under increased load conditions. Subject to the availability of relevant recommendations from the engine manufacturer, these motor oils could also be used in engines for which CD class engine oils were recommended.
CF- engine oils for diesel engines with indirect injection. Classes introduced from 1990 to 1994, describe engine oils recommended for use in diesel engines with indirect injection, as well as other types of diesel engines that operate on fuels of various qualities, including those with a high sulfur content ( for example, more than 0.5% of the total mass). Contains additives to improve the prevention of piston deposits, wear and corrosion of copper (containing copper) bearings, which is of great importance for these types of engines, and can be pumped in the usual way, as well as with a turbocharger or compressor. Engine oils in this grade may be used where CD quality is recommended.
CF-4- engine oils for use in four-stroke diesel engines since 1990 of release.
Engine oils of this class can be used in four-stroke diesel engines, the operating conditions of which are associated with high-speed modes. For such conditions, the requirements for oil quality exceed the capabilities of the CE class, so CF-4 engine oils can be used instead of CE class oils (if there are appropriate recommendations from the engine manufacturer). API CF-4 motor oils must contain appropriate additives that provide a reduction in car oil burnout, as well as protection against carbon deposits in the piston group. The main purpose of motor oils of this class is the use in diesel engines of heavy duty tractors and other vehicles that are used for long trips on highways. In addition, these engine oils are sometimes assigned the dual API CF-4/S grade. In this case, subject to the availability of relevant recommendations from the engine manufacturer, these motor oils can also be used in gasoline engines.
CF-2 (CF-II)- oils designed for use in two-stroke diesel engines that operate under severe conditions. The class was introduced in 1994. Motor oils of this class are usually used in two-stroke diesel engines that operate under increased stress. API CF-2 oils must contain additives that provide enhanced performance protection against wear on internal engine parts such as cylinders and rings. In addition, these motor oils must prevent the accumulation of deposits on the internal surfaces of the motor (improved cleaning function).
Engine oil certified to API CF-2 has improved properties and can be used in place of older similar oils, subject to the manufacturer's recommendation.
CG-4- the class was introduced in 1995. Engine oils of this class are recommended for four-stroke diesel engines of buses, trucks and tractors of the main and non-main line type, which are operated in high load and high speed modes. It is suitable for engines that use high-quality fuel with a specific sulfur content of not more than 0.05%, as well as for engines for which there are no special requirements for fuel quality (the specific sulfur content can reach 0.5%). API CG-4 certified motor oils should more effectively prevent wear of internal engine parts, the formation of deposits on internal surfaces and pistons, oxidation, foaming, and soot formation (these properties are especially needed for engines of modern long-distance buses and tractors). It was created in connection with the approval in the United States of new requirements and standards for the ecology and toxicity of exhaust gases (revised in 1994). Engine oils of this class can be used in engines for which API CD, API CE and API CF-4 classes are recommended. The main disadvantage that limits the mass use of motor oils of this class, for example, in Eastern Europe and Asia, is the significant dependence of the motor oil resource on the quality of the fuel used.
CH-4- the class was introduced on December 1, 1998. Engine oils of this class are used in four-stroke diesel engines that operate in high speed conditions and meet the requirements of the 1998 emission standards and standards. API CH-4 motor oils meet the fairly stringent requirements of both American and European diesel engine manufacturers. Class requirements are specifically designed for use in engines running on high-quality fuels with a specific sulfur content of up to 0.5%. At the same time, unlike the API CG-4 class, the resource of these motor oils is less sensitive to the use of diesel fuel with a sulfur content of more than 0.5%, which is especially important for the countries of South America, Asia, Africa, and Russia too. API CH-4 engine oils meet increased requirements and must contain additives that more effectively prevent valve wear and the formation of carbon deposits on internal surfaces. They can be used as substitutes for API CD, API CE, API CF-4 and API CG-4 motor oils in accordance with the recommendations of the engine manufacturer.
CI-4- the class was introduced in 2002. These engine oils are used in modern diesel engines with various types of injection and supercharging. An engine oil that meets this grade must contain appropriate detergent and dispersant additives and, in comparison with the CH-4 grade, has increased resistance to thermal oxidation, as well as higher dispersant properties. In addition, such motor oils provide a significant reduction in engine oil waste by reducing volatility and reducing evaporation at operating temperatures up to 370 ° C, under the influence of gases. The requirements for cold pumpability have also been strengthened, the resource of gaps, tolerances and motor seals has been increased by improving the fluidity of the motor oil. The API CI-4 class was introduced in connection with the emergence of new, more stringent requirements for ecology and exhaust toxicity, which apply to engines manufactured from October 1, 2002.
CI-4 (CI-4PLUS)- Introduced in 2002. For high speed 4-stroke engines designed to meet the 2002 emission standard. For engines with exhaust gas recirculation (EGR). For use with fuels with< 0.5% серы. Обеспечивают оптимальную защиту от высокотемпературных отложений в цилиндро-поршневой группе и низкотемпературных отложений в картере, обладает высокими противокоррозионными характеристиками. Замещает CD,CE,CF-4,CG-4, и GH-4
CJ-4- introduced in 2006. For high-speed four-stroke engines designed to meet the 2007 emission regulations on highways. CJ-4 oils accept fuels with sulfur content up to 500 ppm (0.05% by weight). CJ-4 oils are recommended for engines equipped with diesel particulate filters and other aftertreatment systems.
Oils with the CJ-4 specification exceed the performance properties of CI-4, CH-4, CG-4, CF-4 and can be used in engines for which oils of these classes are recommended.
Classification of engine oils according to ACEA
European analogue of the American classification API. Association of European Automobile Manufacturers ACEA(Association des Constructeurs Europeens de L'Automobile), represents the interests of 15 European manufacturers of cars, trucks and buses at the EU level. This classification establishes a new, more stringent European classification of motor oils according to performance properties. The modern classification "ACEA 2008" consists of three classes by type of engine: A, B And E(petrol, light diesel and heavy duty diesel engines respectively) and class WITH- especially for gasoline and light diesel engines equipped with catalytic aftertreatment systems.
A1/B1 - Breakdown resistant oils designed for use with extended drain intervals in gasoline and diesel engines of passenger cars and light commercial vehicles designed to use low viscosity friction reducing oils with dynamic viscosity at high temperature and high shear rate (HTHS) 2.6 mPa.s for SAE xW-20 and 2.9 to 3.5 mPa.s for other viscosity grades. These oils may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.
A3/B3 - mechanical degradation-resistant oils with high performance properties, designed for use in highly accelerated gasoline and diesel engines of cars and light trucks and / or for use with extended oil change intervals in accordance with the recommendations of engine manufacturers, and / or for all-weather use of low-viscosity oils, and / or all-weather use in especially severe operating conditions.
A3/B4 - mechanical degradation resistant oils with high performance properties, designed for use in highly accelerated gasoline and diesel engines with direct fuel injection, also suitable for use according to specification A3 / B3.
A5/B5 - oils resistant to mechanical degradation, intended for use with extended oil change intervals in highly accelerated gasoline and diesel engines of light vehicles, in which the use of low-viscosity friction-reducing oils with dynamic viscosity at high temperature and high shear rate (HTHS) from 2 is possible, 9 to 3.5 mPa.s These oils may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.
C1 - oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles that require the use of low-viscosity, friction-reducing oils with a low content of sulfur, phosphorus and low sulfate ash content (Low SAPS) and dynamic viscosity at high temperature and high shear rate (HTHS) of at least 2.9 mPa.s. These oils extend the life of diesel particulate filters (DPF) and three-way catalysts (TWC) and provide fuel economy. Warning: These oils have the lowest sulphated ash content and the lowest phosphorus and sulfur content and may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.
C2- oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles that require the use of low-viscosity, friction-reducing oils with a low content of sulfur, phosphorus and low sulfate ash content (Low SAPS) and dynamic viscosity at high temperature and high shear rate (HTHS) of at least 2.9 mPa.s. These oils extend the life of diesel particulate filters (DPF) and three-way catalysts (TWC) and provide fuel economy. Warning: These oils may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.
C3- oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles equipped with diesel particulate filters (DPF) and three-way catalysts (TWC), which require the use of oils with dynamic viscosity at high temperatures and high shear rate (HTHS) minimum 3.5 mPa.s. These oils increase the life of diesel particulate filters (DPF) and three-way catalysts (TWC). Warning: These oils have the lowest sulphated ash content and the lowest phosphorus and sulfur content and may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.
C4- oils resistant to mechanical degradation, compatible with exhaust gas aftertreatment catalysts, designed for use in highly accelerated gasoline engines and diesel engines of light vehicles equipped with diesel particulate filters (DPF) and three-way catalysts (TWC), which require the use of oils with a low content of sulfur, phosphorus and low sulphated ash content (Low SAPS) and dynamic viscosity at high temperature and high shear rate (HTHS) of at least 3.5 mPa.s. These oils increase the life of diesel particulate filters (DPF) and three-way catalysts (TWC). Warning: These oils have the lowest sulphated ash content and the lowest phosphorus and sulfur content and may not be suitable for lubricating some engines. You must follow the instruction manual and manuals.
E4- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons, wear and soot reduction and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines without diesel particulate filters, as well as for some engines equipped with an exhaust gas recirculation (EGR) system and a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in the exhaust gases. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.
E6- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons, wear and soot reduction and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines equipped with an exhaust gas recirculation (EGR) system with / without diesel particulate filters (DPF), as well as for engines with a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in exhaust gases. E6 quality is expressly recommended for engines with diesel particulate filters (DPF) in combination with low sulfur diesel fuel. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.
E7- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons and polishing of cylinder walls. The oils also provide excellent wear and soot protection and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines without diesel particulate filters, as well as for some engines equipped with an exhaust gas recirculation (EGR) system and a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in the exhaust gases. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.
E9- oils resistant to mechanical degradation, providing excellent control over the cleanliness of pistons, wear and soot reduction and lubricity stability. Recommended for use in high-speed diesel engines that meet Euro-1, Euro-2, Euro-3, Euro-4 and Euro-5 emission requirements for toxic emissions and operate under particularly severe operating conditions, such as significantly extended oil change intervals in accordance with with the manufacturer's recommendation. The oils are suitable for engines with or without diesel particulate filters (DPF) and for most engines equipped with an exhaust gas recirculation (EGR) system and a selective catalytic reduction (SCR) system to reduce the level of nitrogen oxides NOx in the exhaust gases. E9 is expressly recommended for Diesel Particulate Filter (DPF) engines and is designed to operate in combination with low sulfur diesel fuels. However, recommendations may vary from engine manufacturer to engine manufacturer, so please refer to the owner's manual and consult your dealer.
Classification of motor oils according to ILSAC
The American Automobile Manufacturers Association (AAMA) and the Japan Automobile Manufacturers Association (JAMA) have jointly established the International Motor Oil Standardization and Approval Committee. ILSAC(International Lubricant Standardization and Approval Committee). On behalf of this committee, quality standards for oils for gasoline engines of passenger cars are issued.
GF-1- outdated. Conforms to quality requirements of API SH classification; viscosity grades SAE 0W-XX, SAE 5W-XX, SAE 10W-XX; where XX - 30, 40, 50, 60
GF-2- Introduced in 1996. Meets API SJ quality requirements, viscosity grades: in addition to GF-1 - SAE 0W-20, 5W-20
GF-3- Introduced in 2001. Conforms to API SL classification. It differs from GF-2 and API SJ in significantly better antioxidant and antiwear properties, as well as lower volatility. The requirements for ILSAC CF-3 and API SL classes are largely the same, but GF-3 oils are necessarily energy efficient.
GF-4- Introduced in 2004. Complies with API SM classification with mandatory energy saving properties. SAE viscosity grades 0W-20, 5W-20, 0W-30, 5W-30 and 10W-30. It differs from the GF-3 category in higher oxidation resistance, improved detergent properties and less tendency to form deposits. In addition, oils must be compatible with catalytic exhaust gas recovery systems.
GF-5- Introduced in autumn 2010. Meets the requirements of API SM classification with more stringent requirements for fuel economy, compatibility with catalytic systems, volatility, detergency, resistance to deposits. New requirements are introduced for the protection of turbocharging systems against deposits and compatibility with elastomers.
SAE engine oil classification
In most developed countries of the world, the generally accepted classification of motor oils by viscosity, established SAE(American Society of Automotive Engineers) in the SAE J-300 DEC 99 standard and effective from August 2001. This classification contains 11 classes:
6 winter - 0w, 5w, 10w, 15w, 20w, 25w (w - winter, winter)
5 year olds - 20, 30, 40, 50, 60.
All-weather oils have a double designation through a hyphen, with the first being the winter (with index w) class, and the second being the summer one, for example, SAE 5w-40, SAE 10w-30, etc. Winter oils characterize two maximum values of dynamic (in contrast to kinematic for GOST) viscosity and the lower limit of kinematic viscosity at 100°C. Summer oils characterize the limits of kinematic viscosity at 100°C, as well as the minimum value of dynamic high-temperature (at 150°C) viscosity at a shear rate gradient of 106s1.
In both viscosity classifications (GOST, SAE), the smaller the number in the numerator with the index “z” (GOST) or before the letter “w” (SAE), the lower the viscosity of the oil at low temperatures and, accordingly, the easier it is to start the engine cold. The larger the number in the denominator (GOST) or after the hyphen (SAE), the greater the viscosity of the oil at high temperatures and the more reliable engine lubrication in the summer heat.
APPROVALS FOR TRUCKS MAN, MERCEDES-BENZ (MB), VOLVO TRUCK
APPROVALS for trucks MAN, Mercedes-Benz (MB), Volvo Truck
MAN In addition to testing API classes, MIL specifications and CCMC, tests are required in the MWM-B engine, and for SHPD oils in the MAN D 2866 engine. Main specifications:
MAN 269, defines minimum laboratory and bench test requirements for Nuremberg and Brunswick diesel engines with conventional fuel injection. The oil quality level complies with the MIL-L-46152A specification and covers SAE 20W-20, 20W-30 and SAE 30 oils, without viscosity index modifiers;
MAN 270, defines minimum laboratory and bench test requirements for Nuremberg turbocharged and non-turbocharged diesel engines. The oil quality level complies with the requirements of MIL-L-2104C / MIL-L-46152A, ACEA E2, API CD / SE and covers oils of degrees SAE 20W-20, 20W-30 and SAE 30, without viscosity index modifiers;
MAN 271, defines minimum laboratory and bench test requirements for Nuremberg turbocharged and non-turbocharged diesel engines. The quality level complies with the requirements of MIL-L-2104C / MIL-L-46152A, ACEA E2, API CD / SE and covers oils of SAE 10W-40, 15W-40 and 20W-50 grades. Oil change intervals - depending on the type of engine - from 20,000 to 45,000 km;
MAN 3275(QC 13-017), high performance diesel engine oils (SHPD). According to the requirements of the MAN instruction M 3275, the quality level of these oils significantly exceeds the quality of oils that meet the MAN 270 and MAN 271 standards. SHPD oils show significantly better properties in terms of piston cleanliness, reduced wear of parts and power reserve in turbocharged engines and new diesel engines - Euro 1 and Euro 2. These oils can be used without turbocharging. The minimum level of requirements is ACEA E3.
MAN 3277, new specification for diesel engine oils dated 18/09/96. Complies with the requirements of MB 228.5. The goal is to achieve an oil change after 80,000 km of run, with main modes or 45,000-60,000 km in the absence of a special intermediate oil filter. The minimum level of requirements is higher than ACEA E3.
MAN 3271, a specification that places requirements on motor oils for gas engines. The minimum level of requirements is API CD, CE/SF, SG. Oils must meet the passing parameters of the ACEA motor test OM364A. The oil change interval is up to 30,000 km.
Mercedes-Benz (MB)
This company has issued its "Regulations on the materials used" (Betriebsstoffvorschriften). These materials include motor oils, gear oils, greases, etc. Approved motor oils must meet the requirements of specifications (called sheets - German Blatt, English Sheet) and are listed in the lists approved for use.
Existing specifications:
MV List 226.0/1, seasonal/all-weather motor oils for diesel engines of passenger cars and for diesel engines of older naturally aspirated vehicles; short oil change interval; oil must comply with CCMS PD1; additionally tested for compatibility with elastomeric gaskets;
MV Sheet 226.5, all-weather motor oils for gasoline engines and for diesel engines according to sheet 226.1;
MV List 227.0/1, seasonal/all-weather engine oils for all diesel engines; extended oil change intervals for diesel engines of older non-turbocharged vehicles; basic requirements - ACEA E1-96;
MV List 227.5., the requirements are the same as in sheet 227.1, but oils can also be used in gasoline engines; tested for compatibility with elastomeric gaskets;
MV List 228.0/1, seasonal/all-weather SHPD engine oils for all Mercedes-Benz diesel engines. Extended oil change interval for turbocharged truck engines; basic requirements - ACEA E2; compatibility with elastomeric gaskets must be checked;
MV List 228.2/3, seasonal / all-weather SHPD engine oils for diesel engines, as in sheet 228.1. In addition, the oil change interval has been extended; applies to diesel engines of trucks manufactured after September 1988; basic requirements - ACEA E3, additional requirements - tests were carried out in Mercedes-Benz engines and long-term road tests; compatibility with elastomeric gaskets must be checked;
MV Sheet 228.5 entered into force in 1996. EHPD oils for Euro 2 and Euro 3 engines with turbocharging and direct fuel injection; basic requirements - ACEA E4;
MV Sheet 229.1, includes requirements for oils for gasoline and diesel engines of passenger cars manufactured before September 1999, intended for gasoline engines of the BR 100 series and diesel engines of the BR 600 series, the basic requirements are ACEA A2 or A3 plus B2 or B3; viscosity SAE XW-30 and SAE 0W-40 for ACEA A3 plus B3;
MV Sheet 229.3., includes requirements for oils for new gasoline and diesel engines of passenger cars manufactured since October 1999.
Volvo Truck
VDS(Volvo Drain Specification), a specification for extended drain intervals for engine oils used in turbocharged diesel engines.
Basic requirements:
- viscosity SAE 15W-40 or 10W-30;
- quality not lower than API CD;
Additional requirements:
- when tested on a Ford Tornado engine (CEC-L-27-T-29), the maximum permissible degree of cylinder polishing is not more than 25% of the reference oil RL 47.
Road test:
Three Volvo trucks with 12-liter Euro-1 engines are used for road testing (VDS Field Test). Test run distance of at least 300,000 km, with oil change intervals every 50,000 km. During the entire test it is not allowed:
- sticking of piston rings;
- increase in the wear rate of parts;
- increase in oil consumption;
- increase in the degree of cylinder polishing;
- an increase in the amount of deposits, compared with normal replacement intervals.
Specification for engine oils used in all Euro-2 diesel engines of Volvo trucks that meet the 1996 European emission requirements.
Basic requirements:
- SAE 5W-30, 5W-40, 10W-30, 10W-40 or 15W-40 viscosities (other viscosities require additional agreement with Volvo Truck Corporation);
- quality not lower than ACEA E1-96;
Road test:
Three Volvo trucks with 12 liter TD 123 or D12 engines are used for road testing (VDS-2 Field Trial). Test run distance of at least 300,000 km, with oil change intervals every 60,000 km. Throughout the test, oil and fuel consumption is monitored and oil samples are taken at 15,000, 30,000, 45,000 and 60,000 km during change intervals. According to the results of laboratory tests of oil samples, it is not allowed:
- change in viscosity at 100 C (V) over the range:
9 < 140% от свежезалитого масла (для SAE XW-30)
12 < 140% от свежезалитого (для SAE XW-40); - a decrease in the total alkaline number of at least 4 mgKOH / g or less than half of the initial value;
as well as monitoring the content of wear metal particles and additive elements.
At the end of the run, an assessment of the engine condition is carried out, at which the following parameters are limited:
- cleanliness of pistons (CEC MO2 A78);
- wear of piston rings;
- degree of cylinder wall polishing;
- radial travel of the valve;
- wear and corrosion of bearings.
If all requirements of the specification are met, after agreement with Volvo Truck Corporation, the oil supplier company has the right to represent the product as "VDS-2 Oil".
VDS-3, specification for oils used in all Euro-3 Volvo Truck engines.
Manufacturers have achieved the creation of a motor that is not inferior to gasoline in all respects. Turbochargers were first used to increase the power of internal combustion engines in military aircraft in the early twentieth century. For cars, he went into mass production only in 1978.
However, along with the increase in power, the resource of the motor decreases. Therefore, a special oil for turbocharged diesel engines is required.
Device and principle of operation
The action of the engine is based on the energy of the exhaust gases. From the cylinder, they are sent to the turbine impeller, rotate the compressor turbine. It turns out that here, unlike gasoline units, air is supplied under high pressure. As a result, the volume of air in the cylinder increases, and together with the volume of fuel burned, the power increases by up to twenty-five percent.
In order for more air to enter the cylinders, an additional device is used - an intercooler. It cools the air before entering the engine. Thus, it decreases and the power increases, which is achieved almost without increasing the size of the unit and the number of revolutions.
It is clear that such motors require a special approach. In Russia, more and more motorists prefer to buy similar installations. But not everyone knows how to properly operate a turbocharged diesel engine. Let's take a look at a few tips that will help you save the working life of the unit longer.
The oil level must be under control
All engines are adversely affected. However, turbocharged oil plays a paramount role. Among other things, they lubricate the bearings of the turbocharger. If the fluid level is too low, they fail very quickly.
Therefore, the level of lubrication in the motor must be checked as often as possible. If there is a deficiency, then it should be immediately replenished. It is also imperative to find out the cause of the rapid drop in the level and eliminate it.
Lubricant quality
Oil for a turbocharged diesel engine must be of high quality. Based on the exceptional role that it plays in the life of the motor, you need to understand that poor quality will doom it to a slow death. At the same time, do not forget: the composition for gasoline engines is different from diesel ones. In addition, it is impossible to mix lubricants of different viscosities (read about this parameter below).
Here are some more non-oil related tips that you should follow.
The quality of the fuel must be at a high level. If it is not, then the fuel system will become clogged and power will be reduced. As a result, the turbine will have to work at maximum speed, which will lead to a reduction in its resource.
Do not over gas when starting the engine. This is especially true for those who do not have a start (stop) system. When you press the pedal, a load is applied to the turbine, it starts to rotate, but without oil, since the latter will not have time to go there. This leads to rapid wear of the nodes.
It is recommended to drive at medium speeds. Operation at low speeds is prohibited for a long time. After all, the turbine is designed for high loads. Therefore, from time to time it is advisable to let her work at the highest speeds. So the boost system will begin to be cleaned, which will increase its service life.
You must not turn off the engine immediately after stopping, as the turbine impellers will continue to rotate, and the oil for the turbocharged diesel engine will no longer be supplied to the system.
It is highly undesirable to drive at idle. Half an hour of such work is enough to “kill” the engine, since the turbine is coked. Oil leakage into the cylinders may also begin, due to which the parts of the cylinder-piston group will become unusable.
Timely maintenance is especially important for a turbocharged diesel engine. Its passage time is shorter than for an atmospheric unit, since high loads require more fresh oil and new filters.
The main characteristics of the oil
When purchasing a lubricant, motorists pay attention to a number of indicators.
The most important parameter is viscosity, that is, the fluidity of the oil. It depends on the temperature. A higher viscosity index means less change with temperature fluctuation.
The flash point is the temperature at which vapors flare when fire is applied.
The pour point is the lowest value when it does not completely lose fluidity (checked by tilting the test tube).
During operation and the presence of certain additives, an oxidation process occurs when alkaline and acidic products are formed. Under laboratory conditions, the total alkaline and acid number is obtained and analyzed. From these indicators proceed when calculating the neutralization of the oil.
Lubrication base
At their core, oils are:
- mineral;
- semi-synthetic;
- synthetic.
Recently, more and more motorists prefer synthetics. However, a good mineral lubricating fluid is perfectly able to cope with the tasks in warm climates. But for work at low temperatures it is better not to ride with it. Oil is made up of petroleum products.
Here is a mineral-based turbocharged diesel engine oil that is considered good: Castrol GTX (different viscosity grades), Lukoil Avangard Professional LA, Lukoil Avangard Ultra, Suprotec Active Regular, Active Diesel Plus and others.
Semi-synthetic is a mixture of mineral and synthetic bases. It can already be used all year round. The following semi-synthetic engine oil for turbocharged engines is recommended: Statoil MultyWay, Lukoil Avangard, Castrol Magnatec and so on.
The synthetic base is completely artificial in origin. It is the most expensive and is considered the best quality. But it should be understood that synthetics alone do not guarantee the presence of excellent characteristics. In addition to the base, it is necessary to take into account a number of other related parameters.
Additives
In addition to the base, there are special additives called additives. It is believed that they improve the properties of oils. Additives have different effects:
- antioxidant species stop the oxidative process;
- washing - clean the engine;
- dispersants - prevent the formation of lumps;
- anti-corrosion agents form a film on the parts that prevents corrosion from developing;
- anti-wear form a film that protects the surfaces of parts;
- anti-seize creates a film that prevents scuffing.
There are also additives that reduce the pour point, improve viscosity, and so on. Can all of them be used? Of course not. Engine oil for turbocharged diesel engines, like any other oil, already contains the necessary components. Therefore, it is up to the car owner to decide whether it is worth spending money on advertising campaigns of additive manufacturing companies or not.
Classification
There are various classifications of lubricating fluids. They differ in viscosity class, performance, seasonality.
Domestic classification has the corresponding GOSTs. But their motorists practically do not know. The most common foreign classifications: SAE, API, ACEA and SSMS. The latter is outdated, but it can still be found in separate sources.
SAE
SAE implies the use of oil taking into account atmospheric temperature. In this regard, there are six winter and five summer classes. Winter oils are recognized by the letter W. The higher the class number, the higher the viscosity of the oil. The most common are all-weather oils. They have a double designation. The manufacturer always recommends a certain Volkswagen, for example, it drives Castrol very well. The advice is based on the design features of engines and agreements between car and oil manufacturers with each other. Each class has its own maximum viscosity.
API classification of diesel units
This classification determines the quality of the base: purity from impurities, the amount of soot. According to API, lubricating fluids are divided into the following classes.
S (Service), suitable for four-stroke petrol units.
C (Commercial) for diesel engines of commercial and industrial type, as well as agricultural and construction equipment.
The two-letter designation S or C, from A to L means the category (first) and the level of properties (second). The higher the performance, the farther from the beginning of the alphabet is the second letter.
SG / CD, SJ / CF - this means a universal class for gasoline and diesel engines.
EC are additional energy-saving qualities.
Let us dwell in more detail on the lubricant for diesel units. They fit the following classes:
- CC is suitable for engines with light or no supercharging.
- CD is suitable for high power turbocharged diesel engines requiring the necessary EP and anti-coke properties. For example, Toyota Diesel, RV Special turbocharged diesel engine oil is suitable for this class.
- CE will be required for strong turbocharging and operation at the highest loads. It corresponds to engine oil for diesel engines with turbocharging and
- CF can be used in passenger cars with turbocharged diesel engines.
- CF2 - compliance with two-stroke diesel engines is added to the previous characteristics.
- CF4 is an improved version of the CE class.
- CG4 and the new CH4 grade are suitable engine oils for turbocharged diesel trucks where particularly heavy loads are required.
ASEA classification
This is a European system that imposes more stringent requirements for motor oils than the previous one. It contains 12 classes, which are divided into 3 categories, where:
- A suitable for atmospheric engines;
- B - for diesel engines;
- C - for diesel engines that fit into Euro-4 standards;
- E - for cargo diesel engines.
The numbers next to the categories indicate the level of requirements. A higher number means higher requirements. Based on this classification, it is possible to "calculate" a suitable oil for turbocharged diesel engines and These are, for example, class C lubricants.
Conclusion
Based on the foregoing, it follows that it is necessary to be guided by many parameters when choosing engine oil for turbocharged diesel engines. Hyundai, Honda, BMW or Mercedes: any manufacturer recommends a certain brand of oil. However, this is not the main indicator when choosing an oil. The main recommendation to be followed is to purchase a lubricant according to the parameters in the classifications specified by the manufacturer. Then, subject to the operating rules, your turbocharged diesel engine will regularly serve the entire period prescribed for it.
Actual answers to questions about the particulate filter in diesel engines: why it is necessary to be careful when choosing engine oil for a diesel particulate filter. Why a high content of phosphorus in the oil destroys the device and subsequently requires its replacement.
And also: installation and dismantling of the particulate filter: pros and cons of various technologies for cleaning diesel filters.
Sulphurous oil nuances
If we come across phosphorus oil with a high phosphorus content, then it will be impossible to remove these deposits: phosphorus reacts with platinum, causing its degradation, that's all, so to speak: the particulate filter was "poisoned". It, in principle, will work after washing, but will have a reduced interval between these washings, because there is little active platinum;
It will take him longer for each regeneration process and the regeneration process will not reach the state of an almost new filter, he will no longer be able to oxidize soot. It will definitely not be able to oxidize sulfur deposits if we poison it with phosphorus. Again, if sulphurous deposits have accumulated, they are also held with resins on soot particles in this impromptu labyrinth. If we remove these bonding resinous deposits, we can dissolve carbon deposits, then everything else will be perfectly washed in the opposite direction, with water, whether it be soot or sulfur deposits.
Why filter dismantling is better
Again, good: all deposits are removed here, of all options. From experience, the car is reported after the return of its particulate filter, they report that it was replaced, this is the experience of just that Caravel. They removed the filter, washed it, put it back in place, the exhaust resistance is commensurate with the exhaust resistance of a completely new car.
The control unit was replaced, everything goes well. Therefore, the situation here is rather optimistic. I repeat, it is the dismantling system that is very good. Without warming up the particulate filter, without increasing its temperature, we completely wash out all the contaminants. We do not warm up at all, that is, there is no load on the catalyst, which means that we do not use the resource of the platinum catalyst.
It turns out to be an amazing thing. here's an option. The main issue of this type of cleaning is the dismantling of the particulate filter. After all, this is a simple operation of removing and installing a particulate filter, but at the same time you still have to pay for a new particulate filter, and here you pay for its cleaning. You will have to pay for installation. In both cases, you will bear the costs of removing fasteners, replacing them, etc., etc.
Otherwise, the service here retains its load, both for replacing the particulate filter with a new one, and for cleaning it.
Recently, it has been gaining popularity precisely because there are more cars, in Russia the quality of diesel leaves much to be desired, there are a huge number of traffic jams, etc. and the diesel particulate filter can buckle very strongly. Changing it unscheduled, for the money that it costs, is a really bad situation for the family budget, so this is the situation for those centers often offering a particulate filter cleaning to a client, this is quite a winning situation.
Composition for cleaning the particulate filter
For cleaning, a special composition is used. The volume of the canister is 5 l, article 1756, I repeat, after settling and draining the pollution, that is, we drain the clean one, and we dispose of the pollution, the remains of a small amount of the composition with pollution, often allows us to clean it, if there is enough capacity, then 2, and sometimes even 3 filters, depending from their pollution.
What do you need to clean
In fact, in addition to the drug, we need a standard tool, the same as for a simple replacement of the particulate filter. No additional equipment is required. The maximum that is needed is a scanner to erase the error so that the control unit re-inverts the particulate filter. Moreover, each control unit is "sure" that a new soot plant has been delivered to it.
What happens if you remove the particulate filter
A few words about the market capacity. We can talk about capacity, taking into account the region of Russia. Often, in some regions, they still prefer where this particulate filter can be “teared out” and then driven without it, despite the price of a snag, which is commensurate with several washes of the particulate filter. Still, sooner or later, the regulators start to attack, they start trying to catch, the question arises that they will have to bear certain costs or set it all in its place. Because I won’t be surprised that over time, after all, environmental requirements will return again, I am 100% sure of this, because consumers will not be left alone, so this is the situation here.
In the Moscow region, there are still more chances to face control, I can say that even now the volume is very decent, and according to one technology and another. Here, again, it is better to focus in a specific situation on your particular region, and specifically on those customers who are served by you. For example, in Moscow, part of the bus fleets, despite their capacity (approximately 40,000-90,000), began to use both cleaning technologies, despite the fact that they have a subsidized supply of spare parts. Recently, the budgets for spare parts have become not unlimited, and people began to think about how to get out of this situation.
Diesel particulate filter in buses
Here we are faced with the fact that several bus fleets are seriously considering the introduction of technology, it’s true that you have to fill in about 25 liters at a time, there the capacity of the particulate filter is more than 20 liters, in terms of liquid, that is, it’s not such a small bucket, but it is also perfectly washed, the back pressure is sharp leaves, by the way, they have another problem, if you start the situation a little, sometimes the turbine goes into overheating, that is, there a faulty particulate filter pulls the turbine along with it, which is why they "jumped".
Today we are going to deviate a little from the usual structure of such ratings - “best mineral / semi-synthetic / synthetic oil”. The reason is simple: a particular engine first of all needs the oil viscosity specified by the manufacturer, and modern engines use low-viscosity lubricants (this is usually a high-temperature viscosity of 30, on many engines it is 20). Discussing anything other than synthetics in this context is silly. The division into categories “oil for gasoline / diesel engines” looks no less strange, given that 90% of modern oils have approvals for use in engines of both types, it makes sense to discuss purely “diesel” oil in relation to passenger cars only in the oil segment designed for engines with particulate filters.
Therefore, today we will divide motor oils into categories for their specific application, and not according to virtual and non-practical parameters:
- Oils with high temperature viscosity 40(5W40 in our ranking) is the best option for engines produced in the 90s - early 2000s. For regions of the Far North, it makes sense to consider 0W40 oils, this can significantly facilitate starting the engine in winter.
- 5 W30 today it can be considered universal: this viscosity is used both in budget foreign cars and in premium car engines.
- 0 W20- low-viscosity motor oils used in a large number of modern engines. Moreover, it is categorically not recommended to fill in more viscous oils in them: piston rings, which have specially reduced elasticity to reduce mechanical losses, cannot cope with a stronger oil film, oil burn begins to grow.
- High temperature viscosity 50 relevant for owners who operate their cars harshly - it is not without reason that 5W50, 10W60 oils are commonly called "sports".
- 10W40- the standard choice of owners of old cars, as a rule, is budget semi-synthetics of outdated quality classes - SH, SJ.
- Diesel engines with particulate filters should have a minimum oil loss, which should not give a noticeable solid residue (low ash content). This parameter is critical, therefore, only oils that have the appropriate certification can be poured into the engines of such cars. The vast majority of passenger diesel engines of this type use oils with a viscosity of 5W30, and we will consider them.
