Motor oil for two-stroke engines: characteristics, features, the right choice. How to choose your boat engine oil 2-stroke and 4-stroke engine oils

29.09.2019

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Where is 2-stroke engine oil used? Fans of motorcycle technology often face the question: which engine and which components are better to choose for cross-country motorcycles, scooters, scooters or mopeds? For small-sized equipment, as a rule, two-stroke engines and oils intended for them are used. An air-cooled two-stroke engine is not much inferior to a four-stroke one, which has its undeniable advantages. It is a two-stroke engine oil designed for use only on this type of engine. Motors on motorcycles and scooters are either two-stroke or four-stroke. But it does not follow from this that one motor is bad and the other is good. Each of them has its own characteristics and advantages. Both types of motors are in great demand, and if there is demand, then there is interest.

An air-cooled two-stroke engine is not much inferior to a four-stroke one, which has its undeniable advantages.

Necessary background information

Often the question arises which motor to choose. It's all about where exactly it will be applied. If we are talking about a large, very powerful unit, then we will probably talk about a four-stroke engine. But not everyone has impressive transport or large financial resources. For such cases, there is a two-stroke motor, we will talk primarily about lubrication for it.

In order not to get confused, you need to briefly recall the characteristics of two-stroke motorcycle engines:

The standard cycle of a working engine is 2 cycles.
Simplified engine design. You don't have to be a mechanic to figure it out.
The motor is compact and lightweight.
Sharp and fast acceleration.
Not picky in the choice of fuel.
Convenient for transportation by any means.
Acceptable price.

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Two-stroke engine operation system

Two-stroke motors have a definite plus, which makes them choose them. The thing is that engine lubrication is created by a mixture of oil and gasoline. During operation, engine oil gradually burns out along with the fuel. An important feature of the system is that in two-stroke engines in most cases there is no standard lubrication. Gasoline is simply poured into the fuel tank along with oil and then fed into the propulsion system, passes through the carburetor. During the combustion of fuel, a fog is formed, containing emissions of gasoline-oil fuel, lubricating everything that is in its path. The oil itself burns right in the cylinder. Its amount and the amount of gasoline in the engine must be measured in a certain proportion. It is possible to pour into the fuel processing system in a ratio of 1: 1.5.

There are systems with a separate procedure for supplying oil to the engine. There it also burns out along with the fuel. In this case, a system of its separate supply with gasoline is used, being in separate fuel tanks. A system is provided for supplying pressurized oil to the bearings of the connecting rod cylinder, in which it also burns out. This will be discussed below. Two-stroke oil is available for various types of equipment: from small surface boats to motorcycle equipment. There are such types of lubricants in production that are designed for certain types of equipment, for example, oil for scooters and all types of motorcycle equipment. But such a division is rare, since a scooter and a motorcycle have very similar performance characteristics.

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Benefits of using

Making the first conclusions, it is worth noting that the oil for 2-stroke engines should burn out completely and without residue in order to save the owner of the vehicle from such unnecessary problems as soot and ash. This is one of the tangible advantages of such a model. At the same time, the traditional mistake of some amateurs pouring oil from a four-stroke engine into a two-stroke engine should be avoided. This is a mistake, as they are incompatible. This approach threatens the formation of large masses of ash and soot in the internal engine system. All this leads to defects and breakdowns. Two-stroke oil has a number of undeniable advantages:

Two-stroke oil helps the engine unit to work for a long time and without errors.

Lubrication. Helps long and error-free operation of the motor unit.
Corrosion protection. Oil 2t helps to reduce the amount of rust on all devices of the propulsion unit. Rust during operation is inevitable, but if there is too much of it, the unit will simply become inoperable. A lubricant like this helps solve this problem.
Wear reduction. Lubricating parts not only helps to improve engine performance, but also reduces friction, which makes long-term operation of the motor possible.
Good solubility in gasoline. As a rule, it does not cause trouble.

It is very important to know that the use of cheap, low-quality and non-core oil will contribute to the formation of a significant amount of carbon deposits in the cylinders, the passage of coking of piston rings and the wear of all important elements in the life support system of the propulsion system.

In the second case, the engine has a special oil tank, a pipeline leading to mixing with the gasoline mixture.

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How to lubricate a two-stroke engine?

As already understood, two-stroke oil exists to be used with gasoline, lubricating engines with it. Two-stroke engines have their own lubrication system. The process is divided into two main parts.

Standard mixing. Before pouring gasoline into the fuel tank, the oil and fuel are mixed.
Separate mixing. Both are separately poured into two separate tanks. Then the splitting starts. The oil fluid is formed in the inlet pipe, which is located between the carburetor on one side and the cylinder on the other.

The pipeline is connected to a plunger pump, which injects oil in a certain amount, which is required depending on the availability of gasoline fuel. The operation of the pump depends on the specific position on the throttle, a large supply of fuel provides a large supply of oil, and a decrease in fuel supply reduces the amount of lubrication.

The life of the boats is largely determined by how long the engine has been running. And the latter depends on the quality of the oil used. The right choice of oil for two-stroke outboard motors allows you to avoid corrosion for a sufficiently long period. In addition, high-quality lubricant for two-stroke outboard motors ensures that the engine runs at maximum speed.

In specialized stores today, oil is presented for two-stroke engines of the following types:

synthetic;
mineral.

There are other types of lubricants, but these are very popular.

The main difference between synthetic and mineral materials lies in their basis: they have a different molecular structure.

For 2-stroke outboard motors, oils of the first type are the most preferred, as they are highly stable. Similar materials can also be used after mineral. But if an unknown oil was previously poured into the engine, it is recommended that you first fill in the flushing agent, and then apply the synthetic one.

Due to the fact that the latter has a stable chemical composition, it provides the safest mode of operation of the outboard motor. In particular, the synthetic base retains its viscosity regardless of the current temperature level. In other words, a 2-stroke engine retains its original characteristics for a sufficiently long service life. Moreover, synthetic oil preserves the integrity of individual structural elements, so the engine will not require repairs for a long time.

The main feature of the mineral base is that it has a relatively low cost.

Using such a lubricant, the owner of a motorized boat reduces the operating costs of it.

The best choice of lubricant base is the one recommended by the engine manufacturer. For example, synthetic oil is characterized by increased fluidity. However, the design of the engine is not designed for such material. As a result, if the owner uses such an oil, he has to regularly deal with leaks.

To reduce operating costs, semi-synthetic materials can be used. They are a combination in certain proportions of mineral and synthetic oils. True, the quality of such materials is at a fairly average level.

Oil Requirements

Engine oils perform the following functions:

prevent friction between individual engine components;
increase the service life of parts;
provide protection from the negative impact of the environment on the power plant;
remove heat from moving components.

Each motor oil must pass mandatory quality certification before entering the market. Lubricant for two-stroke engines is marked TC-W3. The main requirement of this standard is the absence of additives in engine oil that contain metal anion compounds.

When using a lubricant that does not meet TC-W3, there is a high probability of rapid formation of soot on individual engine components, which ultimately leads to wear of the elements of the piston group.

The correct choice of oil for the outboard motor is based on the following conditions:

The material must have a minimum ash content. In other words, if this condition is met, the oil burns out completely during engine operation.
The lubricant base is highly soluble in fuel.
It has good lubricating, anti-corrosion characteristics, perfectly tolerates a sharp change in temperature.
In the presence of an engine with a separate oil supply, the latter must have a high fluidity index.
When the material enters the water, it should quickly decompose into individual components.

Compound

For two-stroke engines, a lubricant with an average viscosity index is preferable. In such materials, the oil base occupies about 60%. Depending on the manufacturer, 5-17% of the oil consists of the so-called vacuum sediment, which is formed during the distillation of the initial oil product. This component provides the material with lubricating properties due to the fact that it has an increased level of plasticity.

The remaining 20% are special solvents that act as activators. They ensure that the lubricant base is mixed with the fuel.

Synthetic lubricant

When switching to "synthetics", owners of outboard engines often have quite serious problems with them. This becomes especially noticeable when low-quality and cheap materials were previously used. In addition, the decrease in the operational properties of motors is affected by non-compliance with the rules for changing the oil and the presence of foreign elements in the engines. The result is cracking of the seals.

Deposits of the mineral base come out gradually. If you replace it with a synthetic one, then the residues are washed out almost immediately, which in the future can lead to rapid wear of the oil receiver mesh.

All of the above means that "synthetics" must be used from the very beginning. This approach avoids many negative consequences during the operation of boat units.

deposits are observed in the engine;
seals have lost their original plasticity;
during the "running" of the motor;
The engine has been overhauled before.

"Running" of motors is carried out immediately after the purchase of the boat. At this stage, it is recommended to opt for a mineral lubricant base. And at the end of the "break-in" of 2-stroke engines, you should switch to "synthetics". This approach increases the operational life of the unit.

Among the most popular manufacturers of power plants for boats are Yamaha, Suzuki and Tohatsu. It was said above that the choice of lubricant for motors is recommended to be made based on the recommendations for a particular unit.

For example, Suzuki brand units work well on a synthetic basis costing 500 rubles or less. Yamaha models are highly reliable. Therefore, even automotive lubricants can be poured into them. As for Tohatsu, when using this unit, it is worth using specialized materials. In particular, it is recommended to fill in Quicksilver products.

In cases where the owner of the boat doubts that the motor can withstand working with "synthetics", you can opt for a semi-synthetic basis.

Engine operation without oil

If the oil base is completely used up, the engine will continue to work for some time. However, with a long absence of lubricant, the probability of failure of the power unit increases sharply due to the fact that strong friction occurs between the piston and the wall, which renders this component unusable.

In general, the choice is determined by the advice of experienced users and recommendations from manufacturers.

Changing the oil in the gearbox of the outboard motor

As you know, internal combustion engines are 2-stroke and 4-stroke. In short, one stroke in the engine is actually an up or down movement, with two strokes per revolution of the crankshaft. The stroke at which the fuel is burned and the energy of the gases is transferred to the piston to perform useful work is commonly called the stroke of the piston.

It is important to understand that although two and four-stroke motors are similar in principle of operation, they also differ significantly from each other in a number of features (both structural and others). Next, we will talk about how two-stroke engines work, as well as which two-stroke engine oil is best for use in this type.

Read in this article

Features of two-stroke engines and the lubrication system on motors of this type

First of all, the duty cycle of any internal combustion engine consists of:

intake, when the cylinder is filled with a fuel-air mixture;
compression (the working mixture is pre-compressed in the cylinder);
ignition of the fuel charge and transfer of energy to the piston;
release of exhaust gases from the cylinder;

If in a 4-stroke engine such a duty cycle is completed in 2 revolutions, then in a 2-stroke engine in one. In other words, the duty cycle of a 2-stroke engine is conventionally a "combined" intake, compression and power stroke that do not occur in separate cycles (as in 4-stroke ICEs).

During compression, the piston rises from BDC to TDC (top and bottom dead center). At the same time, special “windows” are structurally implemented in the engine instead of more familiar valves. As the piston moves upwards, the so-called purge window is first blocked (the mixture enters the cylinder through it), then the exhaust window is closed (exhaust gases exit the cylinder through it).

Accordingly, when the windows are closed, the working mixture is compressed. In parallel with this, a vacuum is formed in the crank chamber, due to which the next portion of the mixture is “pulled” from the carburetor. Further, the piston approaches TDC, a spark ignites the compressed mixture, gases appear that expand and push the piston down. This energy from the piston is transferred to the crankshaft and it rotates.

As the piston makes its stroke, pressure increases in the crank chamber, which compresses the working mixture that was there during the previous stroke. After the surface of the piston reaches the exhaust port area, it opens, which allows the exhaust gases to be discharged into the exhaust system.

The piston then opens the purge port in the same way, through which the mixture, which is already under pressure in the crank chamber, enters the cylinder and displaces the remaining exhaust gases. The mixture then fills the space above the piston. After the piston reaches BDC, the entire cycle of the two-stroke engine is repeated again.

If we talk about the lubrication system, two-stroke engines may not have a separate solution for these purposes at all. Simply put, these motors are lubricated due to the fact that gasoline and oil are mixed in the right proportion (for example, 1/25 or 1/50). Moreover, such a mixture is a mixture of not only air and gasoline, but also includes oil particles.

It is enough to recall the principle of operation of a two-stroke engine, after which it becomes clear that the circulation of such a mixture in the crank and piston chambers makes it possible to lubricate the loaded elements of the internal combustion engine (rod bearings, crankshaft bearings, cylinder walls, etc.) at the moment when the fuel mixture burns out, the lubricant burns out at the same time, after which the cylinder is purged.

As for the ways to mix oil with fuel, there are two of them:

engine oil is directly poured into the tank along with the fuel. This is the simplest solution.
fuel and lubricant are in separate tanks, and the benzo-oil mixture is formed in the inlet pipe, which is located between the cylinder itself and the carburetor.

The second scheme is more complex and assumes the presence of not only an oil tank and a line for its supply, but also a plunger-type pump. Thanks to this design, the oil is dosed, and also taking into account the amount of a mixture of gasoline and air.

Without going into details, the pump produces more output depending on how far the “gas” handle is turned out. The more the gas is twisted, the more fuel is supplied, which means an increase in the supply of lubricant. A separate lubrication system on a two-stroke engine allows you to more accurately balance the ratio of oil to the amount of gasoline, the engine smokes and cokes less, oil consumption decreases, etc.

So, comparing the lubrication systems of a two-stroke engine and a 4-stroke engine clearly demonstrates that these engines are very different. . In this case, the lubricant practically does not enter the combustion chamber, that is, only the fuel-air mixture burns in the cylinders.

In 2-stroke internal combustion engines, combustion is assumed not only of fuel and air, but also of the lubricant itself. In view of the foregoing, it becomes clear that the requirements for oils for 2-stroke engines are very different.

Oil for air-cooled two-stroke engines and other similar internal combustion engines should leave a minimum amount of carbon deposits in the cylinders after combustion, mix well with fuel, retain their properties as long as possible and better, etc.

Oil for two-stroke engines: which is better to choose

To begin with, motor oils for two-stroke internal combustion engines are a separate type of lubricating fluid. Such lubricants differ in their properties from similar lubricants for four-stroke automotive engines and other similar internal combustion engines.

As already mentioned, special unique requirements are put forward for oil for two-stroke engines. For example, oils for two-stroke gasoline engines must necessarily provide:

The smallest amount of coke and ash that are formed during combustion in the cylinder. Ideally, the grease should burn out completely.
Also, oil for 2-stroke internal combustion engines should be completely and easily dissolved in the fuel.
The lubricant must necessarily have protective, anti-wear and lubricating properties at high temperatures. Also, the oil must provide reliable protection against corrosion.

If a two-stroke engine has a separate lubrication system, it is important that the oil is well pumped and remains fluid. We add that if we take into account the specifics and scope of two-stroke engines, which are motors for mopeds and scooters, outboard motors, engines on lawn mowers, etc., then separate requirements are put forward in terms of toxicity.

For example, in the event of contact with the soil, the lubricant should be as safe as possible for the environment, and if such a lubricant enters the water, then it must decompose quickly.

So, oils for two-stroke engines must comply with 2T and TC-W3 standards. By the way, such oils often differ in color from other analogues, as they are additionally colored to identify them. As a rule, 2-stroke engine oil is blue in color, and it is clearly visible even when it is already mixed with gasoline.

The 2T standard suggests the use of such a lubricant in air-cooled engines, ranging from chainsaws and lawn mowers to light motorcycles. As for TCW3 oils, they are designed for use in watercraft and water-cooled outboard motors.

It should also be added that for winter operation there are for two-stroke engines. Another lubricant (similar to oils for other engines) can have both (mineral, semi-synthetic or synthetic motor oil for a two-stroke engine).

As you can see, there are many offers on the market for oils for boats and other two-stroke engines. There are even finished products when the oil is already initially diluted and completely ready for use (you only need to pour it into a fuel canister, shake it up and pour it into the tank on one or another technique).

At the same time, products can differ markedly in price and properties. As a rule, mineral oil is cheaper than synthetics. This makes it difficult to buy. First of all, you need to use the oil that the engine manufacturer himself prescribes.

If the owner's manual says to use TC-W3 oil, then any oil that meets that standard will do. It is not so important what to pour, mineral water or synthetics. As for the manufacturer, choose a brand that has a proper reputation. In this case, you need to be especially careful about fakes.

Please note that if the manual contains recommendations for oils, it is strictly forbidden to pour products other than those prescribed in the instructions. For example, for "injection" imported engines, it is often separately indicated that only fully synthetic oil can be filled in, which meets well-defined standards.

The fact is that the engine in this case was originally designed to work on just such a lubricant, and the use of another oil will lead to a quick failure of the unit. If we talk about simple equipment, especially made during the Soviet era (mopeds, motorcycles, chainsaws, outboard engines, etc.), such units work quite successfully on the MS-20.

At the same time, any imported unit has every chance of coking and failing on this lubricant after a few hours of operation. We also note that it is strictly forbidden to fill in automobile gasoline or, even more so, “working out” in any two-stroke engines.

Such lubricants contain a lot of additives that are unnecessary for a 2-stroke internal combustion engine, form a large amount of ash during combustion, etc. It is important to understand that ignoring these rules usually causes a breakdown of not only imported, but also quite hardy domestic equipment.

What is the result

As you can see, the above information allows us to conclude that the choice of oil for a two-stroke engine must be approached with special responsibility.

The main thing is to carefully study the instruction manual. If the engine is relatively simple and the manufacturer allows the use of different types of oil, then in such a “two-stroke” it is quite possible to use both more expensive synthetics and simple mineral oil.

The only thing you need to make sure that this or that lubricant meets the recommended standards. At the same time, the difference between mineral water and synthetics in practice will be insignificant, except that on synthetics the engine can start easier and wear out a little less at high speeds. Also, there may be less coke and soot in the combustion chamber.

We also add that even with mineral oil, such a motor still leaves its declared resource (subject to the use of suitable fuel and timely maintenance).

However, if the engine manufacturer recommends filling in only a specific synthetic oil, then mineral oil can no longer be filled in, even if it also has the required standard (for example, TCW3). In this case, the "mineral water" will still not work for a number of important parameters, since the lubrication system of this motor is simply not designed for the use of oils with a mineral oil base.

Lubricant quality

This parameter has a direct impact on the reliability of the consumable and on the properties of operation. Therefore, when choosing engine oil for 2-stroke units, it is important to pay attention to its characteristics:

lubricant properties;
characteristics against wear;
washing qualities and cleaning;
small amount of smoke;
the ability to prevent deposits in the exhaust system;
ensuring cleanliness in the field of spark plugs;
protective properties against corrosion;
possibility of mixing with fuel even at low temperatures;
increased fluid flow rates.

All these properties are indicators of the quality of the oil and contribute to the improvement of its characteristics.

Lubricant classification

(2-stroke ) has a fairly broad classification. Traditionally, ash-free oil is used for outboard boat units.

The most proven and high-quality brands are ESSO, SADKO.

API classification:

TSC-1 – TA- this engine oil assumes the inclusion in this group of all lubricants for small engines with a volume of not more than 50 cm3. Motors can be used in electric generators, mowers and other elements.
TSC-2 (B) - this class contains oils used for engines with a volume of 50 cm3 or more. Such units are air-cooled and can operate at high loads.
TSC-3 (C) - This engine oil involves lubricants used for two-stroke engines, which place particularly high demands on the level of lubrication quality. Such products are used for engines having a volume of 50-200 cc. see, mainly - on motorcycles, snowmobiles.
TSC-4 (TD) are represented by consumables, which are often used in outboard engines - in motor boats and so on, equipped with water cooling.

Oil rating

When considering which fluid is the best, you can evaluate their overall rating based on the recommendations of experts and the personal experience of many drivers:

Racing 2 T. It is used for engines of cars that take an active part in sports competitions. To prepare the fuel mixture, it is important to follow the ratio recommended by the manufacturer.
Sport 2 T. It is a lubricant that is made on a synthetic basis. It is used for motor vehicles, in any operating conditions.
Special 2 T. Used for motorcycles, scooters and mopeds. The main requirement in the preparation of the fuel mixture is to comply with the ratio recommended by the manufacturer.
scooter 2 T. This type of liquid is characterized by high quality and has numerous additives.

Oils for gardening equipment:

PROSYLVA 2 T SYN– can be used to work in difficult conditions with enormous external loads. Can be easily mixed with gasoline or used in separate lubrication systems.
PROSYLVA 2 TZ– a product based on base oil for two-stroke engines that are installed on garden equipment. Can retain its properties under extreme conditions of use. It is compatible with unleaded gasoline and is used in separate lubrication systems.

Summary

All oils have several specifications and are suitable for specific conditions of use. When choosing a suitable lubricant, it is important to pay attention to its main parameters that characterize quality. Choosing a high quality product will allow you to use the mechanisms without problems.

Two-stroke engines, despite their imperfection relative to four-stroke designs, are still widely used on many newly manufactured devices.

Legendary Java with 638 two-stroke engine

Basically, motors of this type are used for:
motorcycles of small cubic capacity, snowmobiles, mopeds;
lawn mowers, walk-behind tractors, portable generators, chainsaws;
motor boats;
other devices that require small size with high power.

The device of this engine imposes some features on operation. In particular, the usual lubrication system on most designs of two-stroke internal combustion engines is missing.

There are modifications where the lubricant is fed directly into the flow of the fuel-air mixture from a special device in the form of an oil mist. However, the vast majority of oil for modern 2-stroke engines enters the cylinders along with the fuel.

The principle of operation of a two-stroke engine

Two-stroke engines work a little differently. In these motors, as well as in four-stroke ones, there is a crankshaft, a connecting rod and a piston that goes inside the cylinder. Then the differences begin. Let's consider them step by step.

principle of operation of a two-stroke engine

The first and most important difference is the gas distribution system. There are no familiar camshafts, valves and block head as such. This function is performed by the so-called windows (outlet, inlet and purge) and the chamber in the crankcase.

There is no oil in the crankcase. Absolutely not. Two-stroke engine oil is in a separate tank or mixed with fuel. There is oil only in the gearbox, which is often combined with a two-stroke engine.

Instead, a sealed chamber is made in the crankcase. When the piston goes up, a vacuum is created in this chamber. The fuel-air mixture is sucked into this cavity through the inlet window from the power system.

Two-stroke engine piston with long smooth skirt

Windows are made on the walls of the cylinder: exhaust and purge. They are closed by the body of the piston. When the piston, after combustion of the mixture under pressure, goes down, shortly before bottom dead center, it opens the exhaust port. The exhaust gases are partially released, and the pressure in the chamber is normalized. A purge window is located just below.

The piston, moving down the cylinder, creates pressure in the crankcase chamber, where the previously drawn in cycle fuel-air mixture is already located. And when it reaches the purge window, the mixture, under the influence of pressure, squeezes out the remaining exhaust gases from the cylinder and fills the combustion chamber.

The piston goes up and closes both windows. At top dead center, the spark plug ignites the air-fuel mixture. The cycle starts anew.

Another significant difference is the absence of oil scraper rings (only compression rings) and needle bearings instead of bushings in the connections of the connecting rod with the crankshaft and piston. Also, there is often no liquid cooling system. The motor is cooled by the passing air flow.

Another visual diagram of the operation of a two-stroke engine

Advantages of two-stroke engines include:

Good power density ratio (relatively high power per unit mass).
Ease of manufacture.
Unpretentiousness in service.

Significant shortcomings include:

Relatively small resource and low reliability.
Relatively low efficiency.
High probability of overheating (for air-cooled two-stroke internal combustion engines).

Oil for air-cooled two-stroke engines is added to the fuel. This feature imposes some restrictions on its properties. But we'll talk about this later.

Engine operation without oil

In any mechanism where the friction of metal surfaces under load is implemented, there must be lubrication. Two-stroke engines are no exception. In this case, the question arises of how to deliver the necessary portion of the lubricant to the working surfaces.

The most common design provides for the lubrication of CPG parts with oil diluted in gasoline. Lubricant, having got into the combustion chamber in the form of fog along with the fuel-air mixture, partially settles on the walls of the cylinder.

The operation of the piston without oil leaves deep seizures on its surface.

The piston, when moving in rings, picks up this lubricant and carries it into the gap between it and the cylinder. This provides lubrication.

The needle bearing is filled with grease immediately during assembly, and it is designed for the entire service life. There is also such a hypothesis that it is also lubricated due to the fuel-air mixture. In part, yes, it is. But it is impossible to talk about lubrication due to only oil mist.

All this determines some features of operation. For example, you should always carry some minimum supply of two-stroke oil with you in case of an unexpected refueling. If oil is not poured into gasoline, then the engine will still work for some time.

After that comes the following:

the pistons, rings and cylinder mirror will begin to wear like an avalanche;
due to friction, intensive heating will begin;
as a result, the rings and the surface of the cylinders will collapse, or the piston will jam.

Requirements for two-stroke oils

The requirements for oils for 2-stroke engines are slightly different from those for their four-stroke counterparts. It makes sense to mention a few key parameters.

Almost all modern two-stroke engine oils today are branded TC-W3. This universal grease is suitable for almost all known motors. In general, there are several classifiers. Let's look at some briefly.

API classification

There are 4 types of oils known here: TA, TB, TC and TD. Now three of them are in the past, and you can find oil with a label other than TC only stale, from some inactive warehouse. More information about the scope of the other three classes is a lot of information in the public domain. But it is unlikely to be needed, except perhaps for general development.

JASO classification

There are also 4 categories: FA, FB, FC and FD. The further the second letter of the Latin alphabet from its beginning, the better the oil. There are transcripts of the compositions on the Internet, it makes no sense to consider them in detail within the limits of this article.

ISO classification

This classifier is linked to JASO. Only here the last three classes are taken into account (the first one is obsolete) and this oil was additionally tested in real working conditions.

Dirty and worn chainsaw piston due to improperly selected oil

For the ISO-L-EGB and ISO-L-EGC classes, the requirements of the FB and FC described for JASO, respectively, are retained, plus an additional check of the cleanliness of the pistons after its use.

If the pistons have the required surface finish, then the oil confirms its high class, and one of these markings is assigned to it. In the highest class, ISO-L-EGD, based on JASO FD, the washing effect is evaluated in addition to the pistons.

Rules for the preparation of the fuel mixture

The rules for preparing a mixture of gasoline and oil are individual for each individual case. Some vehicle manufacturers allow the oil for their 2-stroke engines to be poured directly into the tank immediately after refueling with gasoline. This applies to motorcycles, mopeds, motor boats and, in general, to all large vehicles.

Preparation of the mixture, dilution of two-stroke oil

If we consider chainsaws, trimmers and other manual gasoline tools, then here it is recommended to prepare a mixture of fuel and oil in advance in a separate container. An important point is the selection of a suitable canister or bottle.

The car of this material personally witnessed how a mixture of gasoline and oil corroded the sealing liner on the cork of a plastic bottle, and the bottle began to leak while in the mower's shoulder bag.

A small spark or, for example, a match after lighting up - and a person could burn alive. An important point in the process of preparing the mixture is the observance of the proportion. We will discuss this separately below.

Proportions and mixing

If for more technological versions of two-stroke engines, oil is dosed from a separate tank, depending on the engine operating mode, then in the case of simple two-stroke engines, everything is a little more complicated.

Initially, the manufacturer indicates the proportion for the new engine. As a rule, it ranges from 1/20 to 1/33. That is, if the recommended proportion is 1/20, this means that 50 grams of oil must be added to one liter of gasoline.

If it is 1/33, then the oil should be 30 grams. The logic of counting, for example, for 1/20 is as follows: for one share of oil, 20 shares of fuel. Subsequently, after a certain mileage or a certain number of engine hours, the portion of oil will increase. It is important to follow this.

Table of proportions for the preparation of a working mixture of gasoline and two-stroke oil

Petrol (liters)	Oil (ml)
Petrol (liters)	25:1	30:1	35:1	40:1	50:1
1	40	33	28	25	20
5	200	165	140	125	100
10	400	330	280	250	200
15	600	495	420	375	300

Since the development on CPG parts will require an additional amount of oil to create a protective film in worn surfaces.