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audi4fun

Pievienojās: 24 Apr 2003
Ārpus foruma Forumā bija: Mar 16 2019 11:50
*****

#1267936658 Kādu eļļu liet Audi A6 2.5tdi

Pievienoja audi4fun 25 November 2015 - 16:19

5W-30 ar standartu VW 504.00 vai, ja gribās ekonomēt, tad 5W-40 ar VW 502.00.

 

Par kvalitāti - nu, iedomājamies trīs dažādas kūkas - ar mākslīgo putukrējumu un mākslīgo biskvītu , Staburadzes ražojumu vai tamlīdzīgu un mājās cepto un vēl kādas versijas. Tāpat ir ar eļļām. Un kādreiz nezināms zīmols ražo labu eļļu un kādreiz lielais ražo ne to augstāko kvalitāti. Nav tādas vienas atbildes - atbilde ir ilgstoša pieredze. Un - jāpērk oriģināli iepakojumi :) Tur atkal vietējie tirgoņi mēdz kaut ko nelabu sadarīt. Un, protams, jāizmanto, katalogi eļļu atlasei. Un eļļa jāmaina regulāri. Un nopērkot auto ar 350t km visa vaina nav jānoveļ uz eļļu, bet gan uz iepriekšējo īpašnieku godprātīgo attieksmi.




#1267935071 Kādu eļļu liet Audi A6 2.5tdi

Pievienoja audi4fun 17 November 2015 - 15:39

Eļļa ir kā smaržas veikalā - gaumes jautājums. Var, protams, arī tirgū, bet labāk tomēr ar skaidru izcelsmi un oriģinālā iepakojumā. Par citiem aspektiem ne šoreiz :)




#1267675469 Kādu eļļu liet priekš 1.9TDI AFN ?

Pievienoja audi4fun 27 August 2013 - 16:00

Ja nav sliktu simptomu, vari nemainīt neko savā dzīvē. 10W, salīdzinot ar 5W ziemā, kad visvairāk vajag, būs biezāka, ko vismazāk vajag.




#1267664953 Tiptronic eļļa

Pievienoja audi4fun 30 July 2013 - 12:30

Visticamāk, ka eļļa ar nepareizu viskozitāti. Iespējams, ka auksta ir par biezu.

 

Tu taču redzi, ka te vajadzīgo eļļu nosaka pēc krāsas....arī Tev tāpat noteica. Nekas jauns.

 

Tev ir nepieciešama šāda! http://www.mpmoil.nl...00FM_pds_EN.pdf




#1267648711 Kur DE meklēt auto izņemot mobile un scout?

Pievienoja audi4fun 15 June 2013 - 07:34

Viss ir skaisti, tikai RS4 bampers, šķiet, ka nederēs bez RS4 spārniem, un tad, lai neizskatītos pēc hibrīda, vajadzēs taisīt arī aizmuguri, kā rezultātā tas viss izmaksās 3x vairāk kā Tavs auto. Kā arī, cik atceros, tad RS4 bampers ar čipu nedod klāt vairāk kā 100zs, pussprāgušiem 150.




#1267644361 Atsauksmes no AUDI-Style 10 gadu jubilejas pasākuma 01.06.2013

Pievienoja audi4fun 03 June 2013 - 09:20

Kāpēc labāk uzbraukt, nevis atvainoties..nu, tā..vienkārši čomiski. Pat mums, vairāk maliņā stāvot, viss panelis vienās smiltīs. Tā kā smiltis gāja pa gaisu visu laiku un mākslīgā smilšu vētra nebija papildus nepieciešama.

Principā, tad organizatoriem ieteikums nākamajā gadā tos autiņus parkot otrā pusē ceļām- zālītē. Ja ļauj trases atbildīgie.

 

Par pasākumu PALDIES! Malači!

 

PS. es runāju par stāvvietu un nobraukšanu no trases. Ja esmu ko nepareizi sapratis, tad atvainojos jau laicīgi. Manī nav nekāda sāpe par šo.




#1267637863 Project Coupe Quattro 2.5 20VT B2

Pievienoja audi4fun 15 May 2013 - 21:45

Der uz stock kolektora, jo karstais gals ir KKK, jautājums atklāts vai ieplūdes gofra derēs, ja Tev ir stock variants.

Motornicu varēs saregulēt.

Es liktu 3bar mapu vēl motronikā, bet ir cilvēki, kas to apmāna. Cik tas ir pareizi, nezinu.

RS2 sprauslas vai drusku lielākas.

Kūleri vajadzētu mainīt, bet nekādu mega uz to jaudu nevajag.




#1265668 2.5tdi V6 Sadalenes

Pievienoja audi4fun 08 November 2012 - 15:12

Nē, neputos.

Par keramikas darbību pats nesen pārliecinājos.
Sāka gaudot stūres pastiprinātāja sūknis, auksts, silts un arī bez slodzes. Protams, bačokā eļļa vienās putās.
Nolēmu noriskēt, tā pat nebja ko zaudēt un ielēju LiquiMolly keramiku. Pēc 4 minūtēm sūknis bija pilnīgi kluss, putas 2x mazāk. Tagad, pēc ~5t km klusums un putu gandrīz nav.

Putot nedrīkst nekad. Tev pareizāk bija nomainīt eļļu. Bet, kas izdarīts, tas izdarīts.


#1240070 Apgaismojuma uzlabošana audi automašīnām (c4, uc)

Pievienoja audi4fun 25 August 2012 - 12:37

90W. tas ir tipa braukt ar tālajām visu laiku. Ir tādi idioti redzēti uz ceļa, kuri domā, kuri nevienam ar to netraucē. Droši pievienojies.


#1186947 Prikoli .......

Pievienoja audi4fun 26 February 2012 - 22:07






#1185803 Prikoli .......

Pievienoja audi4fun 21 February 2012 - 14:51

Tēvs par padsmitgadīgo meitu un viņas postu Facebook..sašautu laptopu... Vērts noskatīties!



#1178781 ellas spiediens 1.8t AEB

Pievienoja audi4fun 01 February 2012 - 20:19

Muhamor, es ļoti cienu Tevi, bet, lūdzu, ieklausies, ko es saku. Par pussintētikas un sintētikas īpašībām Tev man nav jāstāsta. Ja Tu gribi parādīt savas zināšanas, OK, pieņemu to. Te neviens iepriekš neuzdeva jautājumu par jēgu! Šajā topikā tika risināts cits jautājums, kuru es jau vienreiz augstāk teicu, bet Tu negribi to dzirdēt.

Ar longlife eļļām mūsdienu Latvijā brauc 15-20 tūkstošus un šādu eļļas maiņas intervālu uztur autorizētie dīleri jaunām automašīnām (atkarībā no ražotāja). Un tas viss ir normāli. Ja Tu iesaki braukt tikai 10k, tad Tev droši vien ir kaut kādi pētījumi pieejami, kas nav pieejami mūsu dīleriem (nevajag sevi domāt gudrāku esam) jebšu Tu runā par 10-20 gadus vecām automašīnām.

Par pusintētikas un sintētikas nobraukumu. Jā, pussintētiskā eļļa sāk nolietoties ātrāk, sintētika- lēnāk. Bet, kad sintētika sāk nolietoties, tā nolietojās straujāk. Atbildi uz jautājumu, kāpēc tad ražotāji nenosaka divus dažādus eļļas maiņas termiņus? Tāpēc, ka parasts lietotājs to nespēj konstatēt, kurā brīdī viņa sintētika izbeigsies. Bet mūsu "speciālisti" to spēj - pēc krāsas un slīdamības uz pirksta. Es esmu runājis par šiem jautājumiem ar eļļu ražotāju tehniskajiem speciālistiem un viņu viedoklis krasi atšķirās no Tavējā.

Vienīgais veids, kā ekonomēt līdzekļus (un to izmanto vairāk ražošanā) ir, ka eļļām tiek veiktas analīzes, lai noteiktu par cik tad sintētika pagarina eļļas maiņas intervālu. Un to dara ar zināmu laika nobīdi, īpaši, ja parādās kādi piemaisījumi, kuri stingri jākontrolē. Jo tuvāk iespējamajām beigām, jo vairāk jākontrolē. Vai to var paveikt pirkts un krāsas novērtēšana - stipri apšaubu.

Piedevām - pussintētika vēl joprojām ir visvairāk pārdotā motoreļļa eļļa šodien Latvijā. Protams, katram ir sava pieredze, atšķirās arī LV reģioni un tamlīdzīgi. Nevajag šos vārdus uz reiz apstrīdēt. Un tie visi ir neizglītoti lohi...

Ja esi gatavs runāt konkrēti, tad runājam. Ja nē, tad par jēgu atbildēt es nevaru. Katram tā ir savādāka.

PS. vēl viena lieta. Eļļu standarti gadu laikā mainās un mainās arī standartu robežas, t.i., A3/B3 un A3/B4 (klasiska pussintētika vai sintētika) eļļas standarts 2002.gadā un 2008. gadā ir pilnīgi atšķirīgi, kur 2008. gada standartam atbilstošā eļļa ir ar daudz labākām īpašībām kā tas bija 2002. gadā. Tātad, ja 96. gadā pussintētika tam auto bija OK, tad 2008. gada pussintētika viņam ir DAUDZ vairāk OK jeb citiem vārdiem - aizsargājoša.

PS2. nav neviena objektīva argumenta kāpēc 5W-50 jāizmanto parastam ielas braucējam, kā vien katra subjektīvais.


#1178294 ellas spiediens 1.8t AEB

Pievienoja audi4fun 31 January 2012 - 13:44

Tam motoram nekas specifisks nav nepieciešams. Parasta/klasiska sintētiskā A3/B4 5W-40 eļļa.


#1171610 Atdodu mazu kaķi, kurš vakar pieteicās

Pievienoja audi4fun 11 January 2012 - 09:57

MEKLĒJU SAVU SAIMNIEKU!

Vakar vakarā mums pieteicās mazs kaķēns. Tā kā mums jau viens ir, tad šim mazajam mīļumam meklējam jaunu saimnieku:

1. ārkārtīgi mīļš - vakar gulēja ap sievas kaklu kā šalle un murrāja tā, ka sienas trīc;
2. Šobrīd ir kauliņi un ādiņa, un blusiņas;
3. Patīk būt rokās un gulēt pie/uz cilvēka.

Varu nogādāt vēlā vakarā Rīgā, šobrīd ir Ogrē.

Lūdzu, atsaucieties!
Tel. 29112191

Ievietotais attēls


#1158575 Eļļas cipars aiz W

Pievienoja audi4fun 29 November 2011 - 14:31

IESTIT GOOGLĒ JEBKURUS MEKLĒJAMOS ATSLĒGAS VĀRDUS UN 1 MIN LAIKĀ DABŪSI ATBILDES.

API
Engine Service Classifications

The American Petroleum Institute (API) engine oil classification system was set up as a joint effort by API, ASTM (American Society for Testing and Materials) and SAE (Society of Automotive Engineers). The letter classification system is a method of classifying engine oils according to their performance characteristics, and relating this to their intended type of service.

The API system currently includes service classifictions for service stations/spark ignition engines ("S" series), for commercial application/compression ignition engines ("C" series), and for energy conserving engine oil ("EC" series). It is an "open-ended" system which allows for the addition of new designations with little change to existing ones.



S Series

SA - Formerly for Utility Gasoline and Diesel Engine Service (Obsolete) - Category SA denotes service typical of older engines operated under such mild conditions that the protection afforded by compounded oils is not required. This category has no performance requirements, and oils in this category should not be used in any engine unless specifically recommended by the equipment manufacturer.

SB - Minimum-Duty Gasoline Engine Service (Obsolete) - Category SB denotes service typical of older engines operated under such mild conditions that only minimum protection afforded by compounding is desired. Oils designed for this service have been used since 1930s and provide mild antiscuff capability and resistance to oil oxidation and bearing corrosion. They should not be used in any engine unless specifically recommended by the equipment manufacturer.

SC - 1964 Gasoline Engine Service (Obsolete) - Category SB denotes service typical of gasoline engines in 1964 through 1967 models of passenger cars and some trucks, operating under engine manufacturers warranties in effect during those model years. Oils designed for this service provide control of high and low temperature deposits, wear, rust, and corrosion in gasoline engines.

SD - 1968 Gasoline Engine Service (Obsolete) - Category SD denotes service typical of gasoline engines in 1968 through 1970 models of passenger cars and some trucks, operating under engine manufacturers warranties in effect during those model years. This category may also apply to certain 1971 or later models as specified (or recommended) in the owners manuals. Oils designed for this service provide more protection against high and low temperature deposits, wear, rust, and corrosion in gasoline engines than oils that are satisfactory for API Engine Service Category SC and may be used when API Engine Service Category SC is recommended.

SE - 1972 Gasoline Engine Service (Obsolete) - Category SE denotes service typical of gasoline engines in passenger cars and some trucks beginning with 1972 and certain 1971 through 1979 models operating under engine manufacturers'warranties. Oils designed for this service provide more protection against oil oxidation, high temperature deposits, rust, and corrosion in gasoline engines than oils that are satisfactory for API Engine Service Category SD or SC and may be used when either of these categories is recommended.

SF - 1980 Gasoline Engine Service (Obsolete) - Category SF denotes service typical of gasoline engines in passenger cars and some trucks beginning with 1980 through 1989 models operating under engine manufacturers recommended maintenance procedures. Oils developed for this service provide increased oxidation stability and improved antiwear performance relative to oils that meet the minimum requirements of API Service Category SE. These oils also provide protection against engine deposits, rust, and corrosion. Oils meeting API Service Category SF may be used when API Engine Service Category SE, SD or SC are recommended.

SG - 1989 Gasoline Engine Service (Obsolete) - Category SF denotes service typical of gasoline engines in passenger cars, vans, and light trucks operating under manufacturers' recommended maintenance procedures. Category SG oils include the performance properties of API Service Category CC. (Certain manufacturers of gasoline engines require oils that also meet the higher diesel engine Category CD.) Oils developed for this service provide improved control of engine deposits, oil oxidation, and engine wear relative to oils developed for previous categories. These oils also provide protection against rust and corrosion. Oils meeting API Service Category SG may be used when API Engine Service Category SF, SE, SF/CC or SE/CC are recommended.

SH - 1994 Gasoline Engine Service - Category SH was adopted in 1992 to describe engine oil first mandated in 1993. It is for use in service typical of gasoline engines in present and earlier passenger cars, vans, and light trucks operating under manufacturers' recommended maintenance procedures. Engine Oils developed for this category provide performance exceeding the minimum requirements for API Service Category SG, which it is intended to replace, in the areas of deposit control, oil oxidation, wear, rust, and corrosion. Oils meeting API SH requirements have been tested according to the American Chemistry Council (ACC) Product Approval Code of Practice and may utilize the API Base Oil Interchange and Viscosity Grade Engine Testing Guidelines. They may be used where API Service Category SG and earlier categories are recommended. Effective August 1, 1997, API SH cannot be used except with API CF, CF-2, CF-4 or CG-4 when displayed in the API service symbol, and the C category must appear first.

SJ - 1997 Gasoline Engine Service - Category SJ was adopted in 1996 to describe engine oil first mandated in 1997. It is for use in service typical of gasoline engines in present and earlier passenger cars, vans, and light trucks operating under manufacturers recommended maintenance procedures. Oils meeting API SH requirements have been tested according to the American Chemistry Council (ACC) Product Approval Code of Practice and may utilize the API Base Oil Interchange and Viscosity Grade Engine Testing Guidelines. They may be used where API Service Category SH and earlier categories are recommended.

SL - 2001 Gasoline Engine Service - Category SL was adopted to describe engine oils for use in 2001. It is for use in service typical of gasoline engines in present and earlier passenger cars, sports utility vehicles, vans and light trucks operating under vehicle manufacturers recommended maintenance procedures. Oils meeting API SL requirements have been tested according to the American Chemistry Council (ACC) Product Approval Code of Practice and may utilize the API Base Oil Interchange and Viscosity Grade Engine Testing Guidelines. They may be used where API Service Category SJ and earlier categories are recommended.

SM - Introduced on 30 Novermber 2004 - Category SM oils are designed tp provide improved oxidation resistance, improved deposite protection, better wear protection, and better low-temperature performance over the life of the oil. Some SM oils may also meet the latest ILSAC specification and/or qualify as Energy Conserving. They may be used where API Service Category SJ and SL earlier categories are recommended.


C Series
CA - Diesel Engine Service (Obsolete) - Service typical of diesel engines operated in mild to moderate duty with high quality fuels; occasionally has included gasoline engines in mild service. Oils designed for this service provide protection from bearing corrosion and ring-belt deposits in some naturally aspirated diesel engines when using fuels of such quality that they impose no unusual requirements for wear and deposits protection. They were widely used in the 1940s and 1950s but should not be used in any engine unless specifically recommended by the equipment manufacturer.

CB - Diesel Engine Service (Obsolete) - Service typical of diesel engines operated in mild to moderate duty, but with lower quality fuels, which necessitate more protection from wear and deposits; occasionally has included gasoline engines in mild service. Oils designed for this service were introduced in 1949. They provide necessary protection from bearing corrosion and from high temperature deposits in naturally aspirated diesel engines with higher sulfur fuels.

CC - Diesel Engine Service (Obsolete) - Service typical of certain naturally aspirated, turbocharged or supercharged diesel engines operated in moderate to severe-duty service, and certain heavy-duty gasoline engines. Oils designed for this service provide protection from bearing corrosion, rust, corrosion and from high to low temperature deposits in gasoline engines. They were introduced in 1961.

CD - Diesel Engine Service (Obsolete) - Service typical of certain naturally aspirated, turbocharged or supercharged diesel engines where highly effective control of wear and deposits is vital, or when using fuels with a wide quality range (including high-sulfur fuels). Oils designed for this service were introduced in 1955 and provide protection from high temperature deposits and bearing corrosion in these diesel engines.

CD-II - Severe-Duty Two-Stroke Cycle Diesel Engine Service (Obsolete) - Service typical of two-stroke cycle diesel engines requiring highly effective control of wear and deposits. Oils designed for this service also meet all performance requirements of API Service Category CD.

CE - 1983 Diesel Engine Service (Obsolete) - Service typical of certain turbocharged or supercharged heavy-duty diesel engines, manufactured since 1983 and operated under both low speed, high load and high speed, high load conditions. Oils designed for this service may also be used when API Service Category CD is recommended.

CF-4 - 1990 Diesel Engine Service - Service typical of high speed, four-stroke cycle diesel engines. API CF-4 oils exceed the requirements for the API CE category, providing improved control of oil consumption and piston deposits. These oils should be used in place of API CE oils. They are particularly suited for on-highway, heavy-duty truck applications. When combined with the appropriate S category, they can also be used in gasoline and diesel powered personal vehicles i.e., passenger cars, light trucks and vans when recommended by the vehicle or engine manufacturer.

CF - Indirect-Injected Diesel Engine Service - Service typical of indirect-injection diesel engines and other diesel engines that use a broad range of fuel types, including those using fuel with high sulfur content; for example, over 0.5% wt. Effective control of piston deposits, wear and copper-containing bearing corrosion is essential for these engines, which may be naturally aspirated, turbocharged or supercharged. Oils designated for this service have been in existence since 1994 and may be used when API Service Category CD is recommended.

CF-2 - Severe-Duty Two-Stroke Cycle Diesel Engine Service (Obsolete) - Service typical of two-stroke cycle diesel engines requiring highly effective control over cylinder and ring-face scuffing and deposits. Oils designed for this service have been in existence since 1994 and may be used when API Service Category CD-II is recommended. These oils do not necessarily meet the requirements of API CF or CF-4 unless they pass the test requirements for these categories.

CG-4 - 1994 Severe-Duty Diesel Engine Service - This category describes oils for use in high speed four-stroke-cycle diesel engines used in both heavy-duty on-highway(0.05% wt sulfur fuel) and off-highway (less than 0.5% wt sulfur fuel) applications. CG-4 oils provide effective control over high temperature piston deposits, wear, corrosion, foaming, oxidation stability, and soot accumulation. These oils are specially effective in engines designed to meet 1994 exhaust emission standards and may also be used in engines requiring API Service Categories CD, CE, and CF-4. Oils designed for this service have been in existence since 1994.

CH-4 Severe-Duty Diesel Engine Service - This service oils are suitable for high speed, four-stroke diesel engines designed to meet 1998 exhaust emission standards and are specifically compounded for use with diesel fuels ranging in sulfur content up to 0.5% weight. CH-4 oils are superior in performance to those meeting API CF-4 and API CG-4 and can effectively lubricate engines calling for those API Service Categories.

CI-4 - 2002 - Severe-Duty Diesel Engine Service - The CI-4 performance requirements describe oils for use in those high speed, four-stroke cycle diesel engines designed to meet 2004 exhaust emission standards, to be implemented October 2002. These oils are compounded for use in all applications with diesel fuels ranging in sulfur content up to 0.05% by weight. These oils are especially effective at sustaining engine durability where Exhaust Gas Recirculation (EGR) and other exhaust emission componentry may be used. Optimum protection is provided for control of corrosive wear tendencies, low and high temperature stability, soot handling properties, piston deposit control, valve train wear, oxidative thickening, foaming and viscosity loss due to shear. CI-4 oils are superior in performance to those meeting API CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories.

CI-4 Plus - 2004 - Used in comjunction with API CI-4, the " CI-4 PLUS" designation identifies oils formulated to provide a higher level of protection against soot-related viscosity increase and viscosity loss due to shear in diesel engines. Like Energy Conserving, CI-4 PLUS appears in the lower portion of the API Service Symbol "Donut."

ACEA Classification
The European Automobile Manufacturers Association (ACEA), founded in 1991, represents the interests of the sixteen European car, truck and bus.
ACEA maintains close relationships with all the national automobile manufacturers' associations and with a number of organisations, having interests related to the automobile industry. These include the European Association of Automotive Suppliers (CLEPA), Intelligent Transport Systems - Europe (ERTICO), the European Committee for Motor Trades and Repairs (CECRA), the European Road Safety Federation (ERSF), the Fédération Internationale de l'Automobile (FIA) and the Union of Industrial Employers' Confederation of Europe (UNICE).

ACEA also maintains a dialogue on international issues with automobile associations around the world (JAMA, KAMA, AAM, ATPC).

ACEA 2008 European Oil Sequences for Service-Fill Oils

The ACEA 2008 European Oil Sequences for Service-fill Oils comprise 3 sets (classes) of sequences: one for Gasoline and Light-Duty Diesel engines; one specifically for Gasoline and Light-Duty Diesel engines with aftertreatment devices and one for Heavy-Duty Diesel engines. Within each of these sets there are categories which reflect different performance requirements - four (A1/B1, A3/B3, A3/B4 & A5/B5) for gasoline and light-duty diesel engines; four (C1, C2, C3, C4) specifically for engines with after treatment devices, and four (E4, E6, E7, E9) for heavy-duty diesel engines.
Typical applications for each sequence are described below for guidance only. Specific applications of each sequence are the responsibility of individual engine manufacturers for their own vehicles / engines.

The sequences define the minimum quality level of a product for self-certification to EELQMS and presentation to ACEA members. Performance parameters other than those covered by the tests shown or more stringent limits may be indicated by individual ACEA member companies.

Where claims are made that Oil performance meets the requirements of the ACEA sequences (e.g. product literature, packaging, labels) they must specify the ACEA Class and Category (see Nomenclature & ACEA Process for definitions).


ACEA 2008 European Oil Sequences for Service-Fill Oils A/B : gasoline and diesel engine oils
A1/В1 Stable, stay-in-grade oil intended for use at extended drain intervals in gasoline engines and car & light van diesel engines specifically designed to be capable of using low friction low viscosity oils with a high temperature / high shear rate viscosity of 2.6 mPa*s for xW/20 and 2.9 to 3.5 mPa.s for all other viscosity grades. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

А3/В3 Stable, stay-in-grade oil intended for use in high performance gasoline engines and car & light van diesel engines and/or for extended drain intervals where specified by the engine manufacturer, and/or for year-round use of low viscosity oils, and/or for severe operating conditions as defined by the engine manufacturer.

А3/В4
Stable, stay-in-grade oil intended for use in high performance gasoline and direct-injection diesel engines, but also suitable for applications described under A3/B3.

А5/В5
Stable, stay-in-grade oil intended for use at extended drain intervals in high performance gasoline engines and car & light van diesel engines designed to be capable of using low friction low viscosity oils with a High temperature / High shear rate (HTHS) viscosity of 2.9 to 3.5 mPa.s. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C : Catalyst compatibility oils
С1 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low friction, low viscosity, low SAPS oils with a minimum HTHS viscosity of 2.9 mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.

Warning: these oils have the lowest SAPS limits and are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C2
Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines designed to be capable of using low friction, low viscosity oils ith a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.

Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C3
Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.

Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C4
Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.

Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

E : Heavy Duty-Diesel engine oils

E4 Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer's recommendations. It is suitable for engines without particulate filters, and for some EGR engines and some engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.

E6
Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer's recommendations. It is suitable for EGR engines, with or without particulate filters, and for engines fitted with SCR NOx reduction systems. E6 quality is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.

E7
Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, e.g. extended oil drain intervals according to the manufacturer's recommendations. It is suitable for engines without particulate filters, and for most EGR engines and most engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.

E9
Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, e.g. extended oil drain intervals according to the manufacturer's recommendations. It is suitable for engines with or without particulate filters, and for most EGR engines and for most engines fitted with SCR NOx reduction systems. E9 is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Drivers Manuals and/or Dealers should be
consulted if in doubt.

VISKOZITĀTES KLASES.

Grades
The Society of Automotive Engineers (SAE) has established a numerical code system for grading motor oils according to their viscosity characteristics. SAE viscosity gradings include the following, from low to high viscosity: 0, 5, 10, 15, 20, 25, 30, 40, 50 or 60. The numbers 0, 5, 10, 15 and 25 are suffixed with the letter W, designating their "winter" (not "weight") or cold-start viscosity, at lower temperature. The number 20 comes with or without a W, depending on whether it is being used to denote a cold or hot viscosity grade. The document SAE J300 defines the viscometrics related to these grades.

Kinematic viscosity is graded by measuring the time it takes for a standard amount of oil to flow through a standard orifice, at standard temperatures. The longer it takes, the higher the viscosity and thus higher SAE code.

Note that the SAE has a separate viscosity rating system for gear, axle, and manual transmission oils, SAE J306, which should not be confused with engine oil viscosity. The higher numbers of a gear oil (e.g. 75W-140) do not mean that it has higher viscosity than an engine oil.


[edit] Single-grade
A single-grade engine oil, as defined by SAE J300, cannot use a polymeric Viscosity Index Improver (also referred to as Viscosity Modifier) additive. SAE J300 has established eleven viscosity grades, of which six are considered Winter-grades and given a W designation. The 11 viscosity grades are 0W, 5W, 10W, 15W, 20W, 25W, 20, 30, 40, 50, and 60. These numbers are often referred to as the 'weight' of a motor oil; and single-grade motor oils are often called "straight-weight" oils.

For single winter grade oils, the dynamic viscosity is measured at different cold temperatures, specified in J300 depending on the viscosity grade, in units of mPa·s or the equivalent older non-SI units, centipoise (abbreviated cP), using two different test methods. They are the Cold Cranking Simulator (ASTMD5293) and the Mini-Rotary Viscometer (ASTM D4684). Based on the coldest temperature the oil passes at, that oil is graded as SAE viscosity grade 0W, 5W, 10W, 15W, 20W, or 25W. The lower the viscosity grade, the lower the temperature the oil can pass. For example, if an oil passes at the specifications for 10W and 5W, but fails for 0W, then that oil must be labeled as an SAE 5W. That oil cannot be labeled as either 0W or 10W.

For single non-winter grade oils, the kinematic viscosity is measured at a temperature of 100 °C (212 °F) in units of mm²/s (millimeter squared per second) or the equivalent older non-SI units, centistokes (abbreviated cSt). Based on the range of viscosity the oil falls in at that temperature, the oil is graded as SAE viscosity grade 20, 30, 40, 50, or 60. In addition, for SAE grades 20, 30, and 40, a minimum viscosity measured at 150 °C (302 °F) and at a high-shear rate is also required. The higher the viscosity, the higher the SAE viscosity grade is.

For some applications, such as when the temperature ranges in use are not very wide, single-grade motor oil is satisfactory; for example, lawn mower engines, industrial applications, and vintage or classic cars.


[edit] Multi-grade
The temperature range the oil is exposed to in most vehicles can be wide, ranging from cold temperatures in the winter before the vehicle is started up, to hot operating temperatures when the vehicle is fully warmed up in hot summer weather. A specific oil will have high viscosity when cold and a lower viscosity at the engine's operating temperature. The difference in viscosities for most single-grade oil is too large between the extremes of temperature. To bring the difference in viscosities closer together, special polymer additives called viscosity index improvers, or VIIs are added to the oil. These additives are used to make the oil a multi-grade motor oil, though it is possible to have a multi-grade oil without the use of VIIs. The idea is to cause the multi-grade oil to have the viscosity of the base grade when cold and the viscosity of the second grade when hot. This enables one type of oil to be used all year. In fact, when multi-grades were initially developed, they were frequently described as all-season oil. The viscosity of a multi-grade oil still varies logarithmically with temperature, but the slope representing the change is lessened.[8] This slope representing the change with temperature depends on the nature and amount of the additives to the base oil.

The SAE designation for multi-grade oils includes two viscosity grades; for example, 10W-30 designates a common multi-grade oil. The two numbers used are individually defined by SAE J300 for single-grade oils. Therefore, an oil labeled as 10W-30 must pass the SAE J300 viscosity grade requirement for both 10W and 30, and all limitations placed on the viscosity grades (for example, a 10W-30 oil must fail the J300 requirements at 5W). Also, if an oil does not contain any VIIs, and can pass as a multi-grade, that oil can be labelled with either of the two SAE viscosity grades. For example, a very simple multi-grade oil that can be easily made with modern base oils without any VII is a 20W-20. This oil can be labeled as 20W-20, 20W, or 20. Note, if any VIIs are used however, then that oil cannot be labeled as a single grade.

The real-world ability of an oil to crank or pump when cold is potentially diminished soon after it is put into service. The motor oil grade and viscosity to be used in a given vehicle is specified by the manufacturer of the vehicle (although some modern European cars now have no viscosity requirement), but can vary from country to country when climatic or fuel efficiency constraints come into play.