Oils meeting the requirements of class CI-4 are designed for operation in severe conditions of 4-stroke diesel trucks equipped with an exhaust gas recirculation system. Such systems are installed on new models of automobile diesel engines in order to reduce the toxicity of exhaust gases.
The return of part of the exhaust gases to the outlet effectively suppresses the formation of nitrogen oxides during the combustion process, but sharply increases the requirements for the neutralizing, anti-wear and anti-corrosion properties of the oil used. Previously, the oil film on the cylinder wall interacted with combustion products only in the expansion and exhaust strokes, when the temperature of the gases is high. Now, during exhaust gas recirculation, the combustion products come into contact with the oil film in the intake and compression strokes, when the temperature of the gases is much lower and conditions for the formation of acids arise.
Class CI-4 oils should be used in combination with fuels containing no more than 0.05% sulfur. But even under such conditions, exhaust gas recirculation is a factor in seriously tightening the requirements for the neutralizing ability of the oil. Studies have shown that not only its high base number becomes important, but also the rate of acid neutralization with oil additives.
At the optimum temperature of the coolant and oil in the crankcase, the inclusion of exhaust gas recirculation accelerates the decrease in alkalinity by 1.5 times.
If the engine is not warm enough, the decrease in alkalinity increases sharply. Warming up the engine quickly and maintaining optimal thermal conditions are extremely important for maintaining the performance of the oil.
In terms of performance, CI-4 oils are significantly superior to their older predecessors (CH-4, CG-4 and CF-4) and can replace them in engines of models of the late 90s. With such a replacement, the mileage before changing the oil can be significantly increased.
To certify oils for compliance with the CI-4 class, a wide range of laboratory and engine tests is used, in which there are several new methods, including long-duration engine tests in engines with exhaust gas recirculation.
Of particular note is the first introduced control of the pumpability at -20 °C of the oil, which worked in the engine during bench tests for 75 hours, as well as a strict assessment of the anti-corrosion properties of the oil in relation to lead, copper and tin.
The only indicator by which new American diesel oils are inferior to European ones is volatility. The norm for class CI-4 SAEW-40 is no more than 18%, and according to the European classification ACEA oils for diesel trucks (class E) is no more than 13% for 1 hour at a temperature of 250 ° C. These differences, however, are not accompanied by a reduction in oil consumption requirements for motor tests.
The API classification of engine oils was developed in 1969. It is quite widespread all over the world.
She labels products of well-known manufacturers, such as Castrol, Motul, Shell. The marking indicates the type of car engine into which it is possible to fill the oil fluid. Its decryption is quite simple. According to the classification of oils according to API, all lubricants are divided into:
- S - motor oils for gasoline engines;
- C - consumables for diesels;
- EC - energy-saving motor oils. They are of high quality, low viscosity, fluidity, and are able to reduce fuel costs.
Lubricants suitable for any motor are marked with a pair of symbols. The 1st character is considered the main one, the 2nd indicates that the oil product can be poured into a different type of engine. Example: API SM/CF oils.
Categories of oils for internal combustion engines on gasoline
The API classification includes the following classes of oil for internal combustion engines on gasoline:
- SN - approved 01.10.2010. Contains a limited amount of phosphorus. Compatible with new emission neutralizing systems, energy saving.
- SM - approved 11/30/2004. The API SM class is for gasoline engines produced today. Better than SL, protects against oxidation and early wear of motor parts. Almost does not change its own characteristics in low-temperature conditions.
- SL. Optimal for cars made in the twenty-first century. According to the tolerances of automakers, this lubricant is used in multi-valve, turbocharged power units that operate on lean fuel. The oil is environmentally friendly, energy-saving.
- SJ. Suitable for gasoline engines manufactured after 1996. Such a car oil is intended for use in cars, sports cars, minibuses, small trucks. When using it, a little soot is formed, the lubricant retains its properties in winter.
- SH. Optimal for gasoline engines made after 1994. Good resistance to soot, oxidation, wear, corrosive attack. It can be poured into cars, minibuses, freight transport. The main thing is to comply with the manufacturer's tolerances. They are listed in the table in the operating manual.
- SG. Suitable for cars manufactured no earlier than 1989. The additives contained in the motor oil protect the engine parts from corrosion and rusting.
- SF. An obsolete category in the API engine oil specification. A lubricant related to it can be poured into internal combustion engines made after 1980.
- SE. Suitable for engines released after 1972.
- SD. Car oil for use in gasoline engines manufactured after 1968 (obsolete category). The oil was used in gasoline internal combustion engines of cars and trucks.
- SC. Oily fluid for engines manufactured after 1964. It was usually used in the engines of passenger cars, trucks manufactured in 1964-1967.
- SB. Lubricant for gasoline engines that have low power. Provided rather weak protection of motor bearings from wear, oxidation, corrosive effects. Such a car oil cannot be poured into a modern car (unless the opposite is stated in the operating manual).
- SA. It differs from previous oils in that it can be used not only in gasoline, but also in diesel engines. A very outdated group of lubricants that are almost never used today. Previously, high-quality protection of motor parts through additives was not particularly required, so SA API oils were quite popular.
Brief description of API oils Categories of oils for diesel engines
API diesel engine oil may fall into one of the following categories:
- CJ-4. It was introduced on 01.10.2006. It was developed specifically for high load motors. The lubricant meets the basic requirements for the formation of carbon deposits and solid elements for power units manufactured in 2007. There are restrictions on certain characteristics: ash content should be less than one percent, sulfur concentration - less than four tenths of a percent, phosphorus - less than twelve hundredths of a percent. Oils in this API quality class have all the benefits of lubricants from other categories. They are also great for modern powertrains, comply with the introduced environmental standards.
- CI-4PLUS. The lubricant forms little soot, evaporates weakly, and practically does not oxidize at high temperatures. Any oil certified in this API specification class will pass approximately 17 production tests.
- CI-4. This class was introduced into the API specification fifteen years ago. Similar motor oils are used in today's diesel engines with different types of injection and boost. They contain in their composition special dispersing and detergent additives. Consumables are resistant to thermal oxidation, have good dispersing properties. They also significantly reduce the amount of smoke during operation. Volatility is reduced, evaporation begins when the temperature reaches three hundred and seventy degrees Celsius. The oil is very fluid, perfectly passes through the entire lubrication complex in severe frosts. This reduces the wear of the sealing elements of the power unit.
- CH4. The class was introduced on 01.12.1998. Lubricants are used in four-stroke diesel engines operating in high speed mode. They meet all requirements for the content of toxic substances in the exhaust. These requirements were adopted nineteen years ago. Oily fluids belonging to this category are recommended to be poured into the motor by automakers from Europe and the United States of America. Lubricants are designed for use in engines that run on very high quality fuel containing no more than five tenths of a percent of sulfur. However, they can be poured at a sulfur concentration that exceeds the established limit. This is especially important for South American, Asian and African states. Consumables contain additives that protect valves well from wear and prevent the appearance of carbon deposits on motor parts.
- CG-4. This API oil class was introduced twenty-two years ago. Petroleum products included in this category must be poured into four-stroke diesel engines (buses, trucks, tractors - vehicles operated under highly loaded conditions and at high speeds). The level of sulfur in the fuel must not exceed five hundredths of a percent. You can also fill this oil into power units for which there are no special requirements for fuel quality (sulfur concentration can reach up to five tenths of a percent). Lubricants that are certified in this class do not allow wear of motor parts, the appearance of carbon deposits in the piston system. The elements of the power unit are less oxidized, little foam and soot are formed (such characteristics are very significant for the engines of today's buses and tractors). The main disadvantage, which limits the mass use of such consumables, for example, in Eastern European and Asian countries, is that oils significantly depend on the quality of the fuel being poured.
- CF-2. API CF 2 oils are intended for use in two-stroke diesel engines operating in difficult conditions. The class was introduced twenty-three years ago. Such motor oils are usually poured into highly loaded engines.
- CF-4. This includes lubricants designed to be filled in four-stroke diesel engines manufactured after 1990. Unless the automaker indicates otherwise in the owner's manual, the oil can be used in gasoline internal combustion engines.
- CE. Motor oils for use in diesel engines manufactured no earlier than 1983. They were used in very powerful turbo engines, which are characterized by a significantly increased working pressure compared to others.
- CD. The class was introduced in 1955. Such oils were often used in agriculture (tractors, combines).
- CC. This class appeared in 1961. This includes oil products that can be poured into medium-loaded engines.
- CB. The class was adopted in 1949. It was an improved CA class.
- ca. Lubricants were poured exclusively into lightly loaded diesel power units.
Categories of oils for transmissions
It is necessary to familiarize yourself with the classification of gear oils in order to be able to decipher the marking when choosing a lubricant for the transmission. By means of the designations on the canister, it is possible to understand what the performance of the product is, what additives and base oils it consists of.
- GL-1. Designed for cone-spiral, worm and mechanical gearboxes (without synchronizers) installed in trucks and special equipment.
- GL-2. Optimal for worm gearboxes that operate in low-speed and light-loaded mode. Usually used in tractor equipment.
- GL-3. Suitable for cone-helical transmissions operating in medium conditions. Designed to lubricate spiral and other truck gearboxes. Do not pour into hypoid transmissions.
- GL-4. Oils for hypoid transmissions operating in high speed/low torque/low speed/high torque applications. Today, these lubricants are often used in synchronized gearboxes.
- GL-5. Lubricants are suitable for hypoid gearboxes that operate under conditions of heavy load on the gear teeth and high speeds. Usually they are poured into transmissions with offset axles. For synchronized manual transmissions, you must use petroleum products approved by the automaker.
- GL-6. Car oils are intended for filling in hypoid gearboxes with a large displacement. Today they are not used due to their complete displacement by GL-5 oils.
Engine oils are called engine oils. The requirements for quality and are determined by the specifics of operation and the design of the internal combustion engine. Oils work in very difficult conditions - high temperature and pressure.
The temperature in the combustion chamber reaches 3000°C, the temperature of gases breaking through into the engine crankcase during the compression stroke in diesel engines can reach 500-700°C. Thus, for normal lubrication of rubbing engine parts, the temperature range of engine oils must be very wide. In addition, the oil must be fluid in order to seal gaps in mating parts, have viscosity-temperature, protective, detergent, antioxidant, lubricating and anti-corrosion properties.
Motor oils can be divided according to the following criteria:
- manufacturing technologies: mineral, semi-synthetic and synthetic;
- viscosities: winter, summer, all-weather, low-viscosity and thick;
- to destination: petrol, diesel, universal, high- and low-quality.
There is no single classification of oils.
Automakers from different countries are guided by their classification.
API classification
The American classification of motor oils was developed by API (American Petroleum Institute) in conjunction with ASTM (American Society for Testing and Materials) and SAE (Society of Automobile Engineers). It limits various parameters (such as piston cleanliness, piston ring coking, etc.) using various test engines.
AR classificationIdivides motor oils into two categories:
S- for petrol engines - SE, SF, SG,SH, SJ and SL;
FROM- for diesel engines - CC, CD, CE, CF, CG, CH and CI.
The marking consists of two letters, the first indicates the category of oil, the second - the level of performance.
SE- class of oils for gasoline engines 1972-1980.
SF- detergent and antiwear properties of oils of this class are higher than oils of class SE. This class meets the requirements for 1981-1988 engines. release.
SG- oils of this class are characterized by increased detergent and anti-wear properties, extending the life of the engine. Meet the requirements of most engine manufacturers since 1989.
SH- the class was introduced in 1993, sets the same indicators as 80, but the testing methodology is more demanding.
SJ- the class appeared in 1996, designed in accordance with more stringent requirements for harmful emissions into the atmosphere.
SL- the class of oils was introduced in 2001. It takes into account three main requirements: improved fuel efficiency, increased requirements for the protection of components that reduce harmful emissions, and increased oil life. The requirements for testing have been tightened compared to the SJ level.
Motor oils for diesel engines
SS- a class of oils for diesel engines with and without turbocharging, operating at moderate loads.
FROMD- a class of oils for high-speed turbocharged diesel engines with high specific power, operating at high speeds and at high pressures and requiring increased anti-wear properties and prevention of carbon deposits.
CE- a class of oils for forced diesel engines with strong turbocharging, operating at exceptionally high loads.
FROMF- a class of oils for diesel engines with a pre-chamber used in passenger cars.
FROMF-4 - an improved class of oils that replaces the CE class.
FROMF-2 - this class of oils basically coincides with the previous class CF-4, but oils of this class are designed for two-stroke diesel engines.
FROMG-4 - a class of oils designed for American diesel engines of high power.
CH-4- a class of oils for diesel engines of heavy vehicles that meets the standard for harmful emissions established in 1998. The class assumes that the engine is running on fuel with a low sulfur content.
FROMI-4 - a new class of oils for diesel engines operating in severe conditions in high-speed four-stroke diesel engines that meet the 2004 emission standards. It surpasses ARISN-4, CG-4 and CF-4 oils in terms of performance.
ASEA classification
European classification operational properties ASEA imposes higher requirements on oils compared to the API classification. ACEA is close to the vehicle fleet and operating conditions typical for the European area.
The classification divides oils into three categories:
BUT- gasoline engines (A1, A2, AZ and A5);
AT- diesel engines of low power installed on cars and trucks of low power (V1, V2, VZ, V4 and V5);
E- diesel engines for heavy vehicles (E1, E2, E3, E4, E5 and
The number after the letter indicates the level of requirements. The larger the number, the higher the requirements. Exceptions are levels A1 and B1, which refer to oils with low viscosity, the so-called "fuel-saving". Class B4 basically coincides with class B2, but is supplemented by tests on engines with direct fuel injection.
SSMS classification
The CCMS classification was introduced by European car manufacturers.
In 1996, it was officially replaced by the ACEA classification. However, the CCMC classification still exists in older car owner's manuals and oil recommendations.
The CCMS classification divides oils into three categories:
- for gasoline engines (category G);
- for diesel engines of small cars (category РD);
- for heavily loaded diesel engines (category D).
ILSAC classification system
American Automobile Manufacturers Association AAMA and Japan Automobile Manufacturers Association JAMA jointly created the International Lubricant Standardization and Approval Committee (ILSAC).
On behalf of this committee, quality standards for oils for gasoline engines of passenger cars are issued: ILSAC GF-1, ILSAC GF-2, ILSAC GF -3.
The new GF-3 and API SL classes differ from the previous ones (GF-2 and API SJ) by significantly better antioxidant and antiwear properties, as well as lower volatility. The requirements for both classes are largely the same, but the GF-3 is necessarily energy efficient.
Global DHD classification
Since February 2001, the Global DHD-1 Global Specification has come into effect., which combined the ACEA E5, JASO DX-1 and API CH-4 specifications. It defines the basic requirements for engine oils for heavy vehicles (over 3.9 tons) with diesel engines manufactured since 1998 and meeting the new exhaust emission requirements.
Thus, this specification takes into account all the requirements of European, American and Japanese manufacturers of heavy diesel engines.
This specification calls for oils with a high base number (TBN) and high performance additive package.
In 2005, it is planned to introduce the Global DHD-2 specification, when SCR (Selective Catalytic Red) catalysts will be installed on heavy vehicles. Oils meeting this specification must comply with the 2008 EVRO IV and EVRO V emissions standards.
Global DLD classification
The new Global DLD specifications are jointly developed by the Association of European Automobile Manufacturers (ACEA), the United States Engine Manufacturers Association (EMA) and the Japan Automobile Manufacturers Association ( JAMA). They came into effect on January 1, 2001 and are engine oil specifications for high-speed four-stroke diesel engines in passenger cars and light commercial trucks (up to 3.9 tons). Global DLD specifications meet the requirements of both new engine designs with stringent exhaust emission standards and older vehicles manufactured anywhere in the world. The Global DLD specifications include three categories - DLD-1, DLD-2 and DLD-3.
The performance of DLD-1 engine oils must meet the basic requirements, including anti-corrosion properties, that make such oils suitable for high sulfur fuel markets (World Wide Fuel Charter Category).
Engine oils are specified to provide the highest level of performance plus fuel economy requirements.
DLD-3 specification oils must provide the highest level of performance.
Classification of oils for two-stroke engines
The level of requirements for oils for two-stroke engines is determined by the API classification, which is based on laboratory tests and engine tests. Oils for two-stroke engines are divided into four API classes.
Note. The levels of API-TA and API-TB are not the same and are not interchangeable.
JASO classification
Classification of Japanese manufacturers for two stroke engines. Particular attention in the list of requirements is given to reducing smoke generation. According to the level of requirements, oils are divided into three categories: FA, FB and FC.
Requirements increase from left to right - from A to C.
As a rule, during the warranty period, an oil change is carried out at a service station using brands of oils approved by the vehicle manufacturer. If the warranty period has already expired, then the problem of competent choosing the right brand of oil. And there is something to choose from - store shelves are filled with a variety of products from various manufacturers.
Remember, you can not pour oil into the engine if its viscosity does not meet the requirements of the engine operating instructions!
- oils can be mineral, synthetic and semi-synthetic, designed to work in a gasoline or diesel engine;
- preference should be given to those oils that are recommended for this car by the manufacturer;
- you should choose according to the viscosity class according to SAE, quality class according to ACEA (CCMC) or API;
- foreign oils are not recommended to be mixed with domestic ones, since the performance properties and stability of such mixtures are usually not known;
- before using another oil, the lubrication system must be flushed;
- foreign oils can be used in domestic equipment only if there is a certificate or other document confirming the compliance of this batch of oil with the requirements of company specifications in all respects;
- if there is a desire to fill the engine with synthetic oil instead of mineral oil, do not rush to do this without consulting a specialist, since synthetic oils may contain substances that are poorly compatible with the materials used in the manufacture of car parts (this is especially true for domestic cars).
How to switch from one brand of engine oil to another?
If the engine was previously used high-quality oil from leading companies, the change intervals were not violated, there are no significant deposits in the engine, then the transition to using another brand of oil is carried out in accordance with the usual recommendations for changing the oil.
In cases where the brand of oil filled into the engine is unknown, if the vehicle mileage after the last change is not determined and there are significant deposits on the internal surfaces of the engine, it is necessary to perform flushing engine.
Replacing mineral oil with synthetic oil is not always justified and is not recommended in the following cases:
- in the presence of significant deposits on the internal surfaces of the engine. After replacement, synthetic oil will begin to intensively wash deposits and they can clog the oil receiver. There will be a failure of the lubrication system and, as a result, engine failure;
- if the seals (oil seals, oil scraper caps, etc.) have lost elasticity, have microcracks. They will not be able to seal the docking parts, oil smudges will appear;
- using synthetic oils on old worn out engines is a waste of money.
The API engine oil classification system () was created in 1969. According to the API system, three operational categories (three rows) of the purpose and quality of engine oils are established:
S (Service)- consists of quality categories of motor oils for gasoline engines, going in chronological order.
C (Commercial)- consists of categories of quality and purpose of oils for diesel engines, going in chronological order.
EC (Energy Conservation)- energy-saving oils. A new range of high quality oils consisting of low viscosity, easy flowing oils that reduce fuel consumption as tested in gasoline engines.
Each new class is assigned an additional alphabetical letter. Universal oils for gasoline and diesel engines are indicated by two symbols of the corresponding categories: the first symbol is the main one, and the second indicates the possibility of using this oil for another type of engine. Example: API SM/CF.
API Quality Classes for Gasoline Engines
API class SN- approved on October 1, 2010.
The main difference between API SN and previous API classifications is the limitation of phosphorus content for compatibility with modern exhaust gas aftertreatment systems, as well as comprehensive energy savings. That is, oils classified according to API SN will approximately correspond to ACEA C2, C3, C4, without correction for high temperature viscosity.
API class 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 efficiency 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.
API class SL- motor 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.
SJ API class- engine oils for use in gasoline engines since 1996 of release.
This class describes motor oils that have been used in gasoline engines since 1996. 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 the requirements of API SJ may be used where SH or earlier is recommended by the vehicle manufacturer.
API class 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. Engine oils of this class have been tested in accordance with the requirements of the Chemical Manufacturers Association (CMA). Engine oils of this grade may be used when grade SG or earlier is recommended by the vehicle manufacturer.
API class 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.
API class SF- engine oils for gasoline engines since 1980 (obsolete class).
These engine 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.
API SE class- engine oils for gasoline engines produced since 1972 (obsolete class). These motor oils were used in gasoline engines of 1972-79 models, as well as some 1971 models. Additional protection compared to SC and SD motor oils and can be used as substitutes for these categories.
SD API class- engine oils for use in gasoline engines since 1968 (obsolete class). Motor oils of this class were used in gasoline engines of cars and some trucks manufactured in 1968-70, as well as some models in 1971 and later. Improved protection compared to SC engine oils, also used only when recommended by the engine manufacturer.
API class SC- engine oils for gasoline engines, starting from 1964 (obsolete class). They were usually used in the engines of cars and some trucks manufactured in 1964-1967. Reduce high and low temperature deposits, wear and protect against corrosion.
API class SB- engine oils for low-power gasoline engines (obsolete class). Motor oils of the 30s of the 20th century, which provided fairly light protection against wear and oxidation, as well as anti-corrosion protection of bearings in motors that are operated in light load conditions. Engine oils of this class may only be used if they are specifically recommended by the engine manufacturer.
API class SA- engine oils for gasoline and diesel engines. An outdated class of oils for use in old engines operating in conditions and modes in which protection of parts with additives is not needed. Engine oils of this class may only be used if they are recommended by the engine manufacturer.
API Quality Classes for Diesel Engines
API class CJ-4- effective from October 1, 2006.
This class is designed specifically for heavy-duty engines. Meets key NOx and particulate emissions requirements for 2007 engines. Limits are introduced on CJ-4 oils for some indicators: ash content is less than 1.0%, sulfur 0.4%, phosphorus 0.12%.
The new classification accommodates the requirements of the earlier API CI-4 PLUS, CI-4 categories, but introduces significant changes to the requirements in response to the needs of new engines that meet the new 2007 and later emission standards.
API Class CI-4 (CI-4 PLUS)- a new operational class of motor oils for diesel engines. Compared to API CI-4, the requirements for specific soot content, as well as volatility and high-temperature oxidation, are increased. When certified in this classification, engine oil must be tested in seventeen engine tests.
API class 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.
API class CH-4- effective from 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, and Africa.
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.
API class 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. API CG-4 engine oil is suitable for engines that use high quality fuels 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 (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).
The API CG-4 class was created in connection with the approval in the USA 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.
API Class CF-2 (CF-II)- motor oils designed for use in two-stroke diesel engines that operate in harsh 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.
API class 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.
API CF class (CF-2, CF-4)- engine oils for diesel engines with indirect injection. Classes were introduced from 1990 to 1994. A hyphenated number means a two- or four-stroke engine.
The CF class describes 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).
CF-certified engine oils contain additives to improve the prevention of piston deposits, wear and corrosion of copper (copper-containing) bearings, which are important for these types of engines, and can be pumped in a conventional way, as well as with a turbocharger or compressor. Engine oils in this grade may be used where CD quality is recommended.
API CE class- engine oils for use in diesel engines since 1983 (obsolete 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.
API CE engine oils have been recommended for low and high speed diesel engines manufactured since 1983 that operate under heavy duty 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.
API class CD-II- engine oils for use in heavy-duty diesel engines with two-stroke working cycle (obsolete class).
The class was introduced in 1985 for use in two-stroke diesel engines and is, in fact, an evolutionary development of the previous API CD class. The main purpose of using such motor oils was the use in heavy powerful diesel engines, which were installed mainly on agricultural machinery. Engine oils of this class meet all the performance standards of the previous CD class, in addition, the requirements for highly effective engine protection against carbon deposits and wear have been significantly increased.
CD API class- engine oils for diesel engines of increased power, which were used in agricultural machinery (obsolete class). The class was introduced in 1955 for general use in some diesel engines, both naturally aspirated and turbocharged, with increased cylinder compression, where effective protection against carbon deposits and wear is essential. Engine oils of this class could be used in cases where the engine manufacturer did not put forward additional requirements for fuel quality (including fuel with a high sulfur content).
API CD motor oils were supposed, in comparison with previous classes, to provide increased protection against bearing corrosion and high-temperature soot in diesel engines. Often, engine oils in this class were called "Caterpillar Series 3", due to the fact that they met the requirements of the Superior Lubricants (Series 3) certification developed by the Caterpillar Tractor Company.
API class CC- engine oils for diesel engines that are operated in medium load conditions (obsolete class).
The class was introduced in 1961 for use in some engines, both atmospheric and turbocharged, which were characterized by increased compression. Engine oils of this class were recommended for engines that were operated in moderate and high load modes.
In addition, subject to the recommendations of the engine manufacturer, such motor oils could be used in some powerful gasoline engines.
Compared to earlier grades, API CC motor oils were required to provide a higher level of protection against high temperature deposits and bearing corrosion in diesel engines, as well as rust, corrosion and low temperature deposits in gasoline engines.
API class CB- engine oils for diesel engines operating with medium load (obsolete class).
The class was approved in 1949 as an evolutionary development of the CA class using fuel with a high sulfur content without special quality requirements. API CB motor oils were also intended for use in supercharged engines that were operated in light and moderate conditions. This grade was often referred to as "Annex 1 Motor Oils" to indicate compliance with military regulation MIL-L-2104A Annex 1.
API class CA- engine oils for lightly loaded diesel engines (obsolete class).
Car oils of this class are designed for use in diesel engines operating in light and moderate conditions on high-quality diesel fuel. In accordance with the recommendations of car manufacturers, they can also be used in some gasoline engines that are operated in moderate conditions.
The class was widely used in the 40s and 50s of the last century and cannot be used in modern conditions unless it is required by the engine manufacturer.
API CA engine oils must have properties that provide protection against carbon deposits on piston rings, as well as against bearing corrosion in supercharged engines, for which there are no special requirements for the quality of the fuel used.
The viscosity of motor oils is indicated according to the SAE classification (Society of Automotive Engineers - Society of Automotive Engineers, USA). The physical property requirements for these viscosity grades are described in the SAE J300 standard. In accordance with this standard, engine oils are divided into 12 classes from 0W to 60.
The letter W in front of the number means that the oil is adapted to work at low temperatures (Winter - winter). For these oils, in addition to the minimum viscosity at 100°C, an additional temperature limit is given for the pumpability of the oil in cold conditions. The pumpability limit temperature means the minimum temperature at which the engine pump is able to supply oil to the lubrication system. This temperature value can be considered as the minimum temperature at which the motor can be started safely.
For each SAE grade, the maximum viscosity at nominal temperature is given (see table). The viscosity value is determined by the CCS test on a cold sump simulator.
The abbreviation HTHS stands for High Temperature High Shear Rate, i.e. "high temperature - high shear strength". This test measures the viscosity stability of an oil under extreme conditions, at very high temperatures.
Most of the motor oils on the market today are multigrade, i.e. they meet the requirements for viscosity at both low and high temperatures.
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| Notes: 1 cP = 1 mPa s; 1 cSt = 1 mm 2 /s (1) All values are limits as defined by ASTM D3244 (Section 3) (2) ASTM D5293 (3) ASTM D4684. The presence of any shear stress detected by this method means that the test fails regardless of the viscosity value. (4) ASTM D445 (5) ASTM D4683, CEC-L-36-A-90 (ASTM D4741 and ASTM D5481). |
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OPERATING CLASSIFICATIONS
API classification
The API engine oil classification was developed by API (American Petroleum Institute) in conjunction with ASTM (American Society for Testing and Materials) and SAE (Society of Automobile Engineers). It limits various parameters (such as piston cleanliness, piston ring coking, etc.) using various test engines.
The API classification divides engine oils into two categories:
S for gasoline engines - SE, SF, SG, SH, SJ and SL;
C for diesel engines - CC, CD, CE, CF, CG, CH and CI.
The marking consists of two letters. The first indicates the category of oil, the second - the level of performance.
Motor oils for gasoline engines
SE Oil class for gasoline engines 1972-1980
SF Detergent and antiwear properties of oils of this class are higher than oils of class SE. This class meets the requirements for 1981-1988 engines. release.
SG Oils of this class are characterized by increased detergent and anti-wear properties, prolonging the life of the engine. Meet the requirements of most engine manufacturers since 1989.
SH The class was introduced in 1993. The class establishes the same indicators as SG, but the testing methodology is more demanding.
SJ This class appeared in 1996. Designed to meet more stringent emission requirements.
SL An oil class introduced in 2001. It takes into account three main requirements: increased fuel efficiency, increased protection of emission-reducing components, and extended oil life. The requirements for testing have been tightened compared to the SJ level.
Motor oils for diesel engines
CC Class of oils for diesel engines with and without turbocharging, operating under moderate loads.
CD Class of oils for high-speed turbocharged diesel engines with high specific power, operating at high speeds and at high pressures and requiring increased anti-wear properties and prevention of carbon deposits.
CE A class of oils for forced diesel engines with strong turbocharging, operating at exceptionally high loads.
CF A class of oils for prechamber diesel engines used in passenger cars.
CF-4 Improved oil class, replacing the CE class.
CF-2 This class of oils is basically the same as the previous CF-4 class, but oils in this class are designed for two-stroke diesel engines.
CG-4 A class of oils designed for high power American diesel engines.
CH-4 Class of oils for diesel engines of heavy vehicles that meet the standard for harmful emissions established in 1998. The class assumes that the engine is running on fuel with a low sulfur content. CI-4 A new class of diesel oils for heavy-duty, high-speed, four-stroke diesel engines that meet 2004 emission standards. Outperforms API CH-4, CG-4 and CF-4 oils.
ACEA classification
The ACEA European performance classification sets higher requirements for oils than the API classification. ACEA is close to the fleet and operating conditions of the European area. The classification divides oils into three categories:
BUT- gasoline engines (A1, A2, A3 and A5),
AT- low power diesel engines installed on cars and trucks of low power (B1, B2, VZ, B4 and B5),
E- diesel engines for heavy vehicles (E1, E2, E3, E4, E5 and E7).
The number after the letter indicates the level of requirements. The larger the number, the higher the requirements. Exceptions are levels A1 and B1, which refer to oils with low viscosity, the so-called. "fuel saving". Class B4 basically coincides with class B2, but is supplemented by tests on engines with direct fuel injection.
SSMS classification
The CCMS classification was introduced by European car manufacturers. In 1996, it was officially replaced by the ACEA classification. However, the CCMC classification still exists in older car manuals and oil recommendations. The CCMS classification divides oils into three categories: for gasoline engines (category G), for diesel engines of small cars (category PD) and for heavy-duty diesel engines (category D).
ILSAC classification system
The American Automobile Manufacturers Association AAMA and the Japan Automobile Manufacturers Association JAMA have jointly established the International Lubricant Standardization and Approval Committee (ILSAC). On behalf of this committee, quality standards for oils for gasoline engines of passenger cars are issued: ILSAC GF-1, ILSAC GF-2, ILSAC GF-3.
- category ILSAC GF-1 (obsolete), fully complied with the quality requirements of the API SH category; viscosities SAE 0W-XX, SAE 5W-XX, SAE 10W-XX; where XX - 30, 40, 50, 60;
- ILSAC GF-2 category - adopted in 1996, it meets the quality requirements for API SJ category, viscosity: in addition to GF-1 - SAE 0W-20, 5W-20;
- category ILSAC GF-3 - introduced in 2001. corresponds to the new API SL category (PS 06).
The new GF-3 and API SL classes differ from the previous ones (GF-2 and API SJ) by significantly better antioxidant and antiwear properties, as well as lower volatility. The requirements for both classes are largely the same, but the GF-3 is necessarily energy efficient.
Global DHD classification
From February 2001, the Global DHD-1 global specification began to operate, which combined the ACEA E5, JASO DX-1 and API CH-4 specifications. It defines the basic requirements for engine oils for heavy vehicles (over 3.9 tons) with diesel engines manufactured since 1998 that meet the new exhaust emission requirements. Thus, this specification takes into account all the requirements of European, American and Japanese manufacturers of heavy diesel engines.
This specification calls for oils with a high base number (TBN) and high performance additive package.
In 2005, it is planned to introduce the Global DHD-2 specification, when SCR (Selective Catalytic Redaction) catalysts will be installed on heavy vehicles. Oils meeting this specification must comply with the EURO IV and EURO V emission standards (2008).
Global DLD classification
The new Global DLD specifications have been jointly developed by the European Automobile Manufacturers Association (ACEA), the US Engine Manufacturers Association (EMA) and the Japan Automobile Manufacturers Association (JAMA). They came into effect on January 1, 2001 and are engine oil specifications for high-speed four-stroke diesel engines in passenger cars and light commercial trucks (up to 3.9 tons). Global DLD specifications meet the requirements of both new engine designs with stringent exhaust emission standards and older vehicles manufactured anywhere in the world. The Global DLD specifications include three categories DLD-1, DLD-2 and
DLD-3.
The performance of DLD-1 engine oils must meet the essential requirements, including anti-corrosion properties, that make such oils suitable for high sulfur fuel markets (World Wide Fuel Charter Category 1). DLD-2 specification motor oils must provide the highest level of performance plus fuel economy requirements, and DLD-3 specification oils must provide the highest level of performance. Both of the latter categories are suitable for markets where the fuel is used, in accordance with the World Wide Fuel Charter Category 2.
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