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You do not need to be an expert to add more motor oil to a vehicle. Yet there are a few important things to bear in mind:
- ■Before the motor oil can be added to, the precise oil level has to be established. This takes place using the dip stick (mostly identified by color in the area of the oil filler neck). The vehicle must be on an even surface. To measure, simply pull out the dip stick, wipe off any oil, put it back in and pull it out again. Now the precise oil level can be read and, if necessary, easily corrected.
- ■On the dip stick, there is generally a liter between the marks of MIN. and MAX.
- ■The right oil has to be used. If this is not known, our Oil Guide or our technical support by phone +49 731 1420-871 can help
Yes, as Motor Oil Saver contains softeners and viscosity improvers. It regenerates elastomer seals and has a slightly viscosity increasing effect at high temperatures. This creates a more efficient lubrication in turbo charger bearings.
|Product Name||Item no.||Dose|
|mtx Carburetor Cleaner||5100||300 ml for up to 70 l|
|Injection Cleaner||5110||300 ml for up to 70 l|
|Valve Clean||1014||150 ml for up to 75 l|
|Super Diesel Additiv||5120||250 ml for up to 75 l|
|Diesel Purge||5170||500 ml for up to 75 l|
|Diesel Smoke Stop||5180||150 ml for up to 50 l|
|Diesel Lubricity Additive||5122||150 ml for up to 80 l|
|Diesel Flow Fit||5130||150 ml for up to 75 l|
We do not recommend it in principle, but some combinations are possible.
Our application engineers will be happy to provide you with advice and support at any time.
Yes, this is possible in principle.
Please note here our matrix which additives can be combined with each other.
The ACEA (European Automobile Manufacturers’ Association) has been the official successor to the CCMC since January 1, 1996. It defines the quality of the motor oils in accordance with the requirements of the European engine manufacturers.
An additive package is a mixture of various chemical substances that influence the properties of the motor oil in different ways.
The alkaline reserves of an oil neutralize acidic reaction products, which are created during the combustion of fuel.
The American Petroleum Institute (API) determines the global quality requirements and testing criteria for lubricants. Europe or European manufacturers are largely excluded from this.
So-called automatic transmission fluids (ATF) have a defined friction coefficient and a high viscosity index. The oils are mainly used in automatic transmissions and power steering.
The base number shows the quantity of alkaline reserves in motor oils. In used oils, the base number gives an idea of the remaining additives that have not yet been used.
In cracking, long hydrocarbon molecules are broken up. These broken molecule chains form the base product for synthetic oils.
During distillation, crude oil is heated under atmospheric pressure and split into its natural components.
Detergents are wash-active substances in the oil, which prevent the formation of deposits or free the motor of them. Also, detergents form the so-called alkaline reserves.
The dispersants contained in motor oil coat solid and liquid contamination in the oil and transport them to the oil filter.
During dewaxing, wax crystals are removed from the corresponding distillate, in order to improve the pour point (the lowest temperature in which the oil is still flowing when it is cooled under certain conditions).
Extreme pressure additives (EP) form a “protective layer” on the metal surfaces under high pressure and great heat.
Friction modifiers (FM) create weak bonds on the metal surfaces and thus reduce or increase the friction properties of a lubricant.
GL means “Gear Lubricant” and identifies the pressure stability of a gearbox oil according to API.
PUMPING VISCOSITY LIMIT
The pumping viscosity limit describes the test for classifying the lubricants into the respective SAE grades. The viscosity of the corresponding SAE grade must not be exceeded at a specified temperature in order to ensure that the lubricant continues to flow automatically.
Base oil is the base product for the manufacture of lubricating oils. Base oils (mineral, hydrocracked or fully synthetic) are manufactured by various refinery processes.
High Temperature High Shear (HTHS) refers to the dynamic viscosity of a liquid measured at 150 °C under the influence of high shear forces.
HYDROCRACKED BASE OIL
Hydrocracked base oils are manufactured on the basis of paraffin. These oils are currently state-of-the-art and are also used in cutting-edge gasoline/diesel engines.
During hydrocracking, long molecule chains are broken up in the presence of hydrogen. This hydrogen accumulates at the open chain ends and “repairs” the break.
Hydrofinishing is the addition of hydrogen during the production of mineral base oil for ensuring optimum aging stability.
The Japanese Automotive Standards Organization (JASO) divides lubricating oils into various classes and is mainly used in the motorbike sector and in Asia.
In catalytic hydrocracking, the molecule chains are cleaved in the presence of a catalyst (e.g. synthetic aluminosilicates) and at a temperature of 500 °C.
Low-speed pre-ignition occurs predominantly in modern, low-volume turbocharged gasoline engines with direct injection. Particles or drops of oil heat up when the engine accelerates and form an additional ignition source which ignites the fuel before it is regularly ignited by the spark plug. This leads to “knocking” and up to threefold pressure spikes, which in turn can lead to engine damage.
MINERAL BASE OIL
Mineral base oils are a direct product of crude petroleum distillation. This type of base oil is no longer used in modern motors.
Naphta is petroleum, which represents a product of crude petroleum distillation.
Wax crystals that form the byproduct of the manufacture of mineral base oil are described as paraffin or kerosene.
The pour point is the lowest temperature at which the oil will just flow when cooled under specified conditions.
POUR POINT DEPRESSANT
A pour point depressant (PPD additive) changes the structure of the wax crystals in the base oil and delays their growth. This minimizes the solidification point of the oil or improves the low temperature property.
Refining is the removal/conversion of unwanted parts from vacuum distillates.
Backwards compatible refers to a specification or release that meets and exceeds the previous (then obsolete) specification or release.
Crude oil is a mixture mainly made up of hydrocarbons, which is created by the decomposition process of organic materials.
SAE International (formerly the Society of Automotive Engineers) specifies the valid viscosity classes for motor and gearbox oils in the automotive industry, which manufacturers around the world conform to.
Vacuum distillation further separates residues from distillation under reduced pressure. Through the vacuum, the boiling point can be reduced by approx. 150 °C and therefore the cracking of the molecules is prevented.
Viscosity is the resistance (inner friction) of a fluid. The higher the resistance, the more viscous the oil is. The viscosity in motor and gearbox oils is given according to SAE.
The viscosity index (VI) describes the viscosity/temperature behavior of the oil. The higher the VI, the lower the change in viscosity across the entire temperature range.
VISCOSITY INDEX IMPROVERS
Viscosity index improvers are polymers that are designed to influence the temperature-dependent change in viscosity of an oil.
FULLY SYNTHETIC BASE OIL
Fully synthetic base oils are oils based on polyalphaolefin. These are manufactured synthetically and offer high temperature and aging stability.
Crude petroleum was created by dead plankton that sank to the bottom of the seabed millions of years ago. Over the course of time, sand and stones built up on top of it. Due to this impermeable layer and under oxygen exclusion, pressure and heat, the conversion of these "lifeforms" into crude petroleum took place. The basic building blocks of crude petroleum are hydrocarbon compounds, which can occur in various chain lengths (C5 - C100).
Base oils form the base product for the manufacturing of motor oils. The various base oils (mineral, hydrocracked or fully synthetic) are manufactured by various refinery processes (see sketch).
- ■Additives that have an effect on the base oil, e.g. pour point improvers, anti-foam additives or viscosity index improvers.
- ■Additives that have an effect on the material surfaces (bearings, cylinders …), e.g. bonding enhancers or friction modifiers (friction value improvers).
Extreme Pressure Additives (EP additives) are added to the oil in the form of sulfur or phosphorous in order to prevent fusing due to high pressures or loads of the friction partners. In this case, EP additives in lubricants are indispensable. Under high pressures or loads, high temperatures are created in the lubricant. This causes sulfur (sulfur carriers) or a phosphorous derivative (compounds containing phosphorous) to be released from the EP additive. Under these conditions, the released substance immediately reacts with the metal surface to metal sulfides or phosphates. The connections form on the metal surface layers that are sheared off under the high pressure, with which a fusing of the metal surfaces is prevented.
The PPD additive is used to reduce the solidification point of the lubricant and therefore improve the low temperature properties. The wax crystals included in base oil are changed in their structure by the additive and their growth is significantly slowed down at low temperatures.
Viscosity index improvers are macromolecular polymers (combination of macromolecules) that are constructed in such a way that they influence the temperature-dependent viscosity change of an oil. The polymer contracts at low temperatures. This makes the resistance that the polymer opposes an invading body with smaller and the viscosity change of the base oil is equalized..
The viscosity gives only information about the inner friction of a motor or gearbox oil and therefore does not define any kind of qualitative properties. This means that a motor oil that fulfills a viscosity as per SAE has a prescribed flow behavior at various temperatures. The viscosity is divided into the cold start range (e.g. 0W) and the operating temperature range (e.g. 30). The higher the given figure, the more viscous the motor/gearbox oil is in the corresponding temperature range. The letter "W" identifies the winter suitability of the oil (multi-grade oil). If this addition is missing, then the oil may only be used in summer.
Up to which low temperature a motor/gearbox oil can be used depends on the flowability in the limit temperature range. The deeper the expected temperature, the less viscous the oil has to be.
The American Petrol Institute fundamentally differentiates between two different types of motor oil: On the one hand, motor oils for gasoline motors (S), on the other, motor oils for diesel motors (C). The letter following the first letter, e.g. "G" or "H", defines the quality of the lubricant. The later in the alphabet this letter is, the higher quality the motor oil is. The higher classifications such as API SN can be used by API for the preceding classifications without hesitation, e.g. API SL. For motor oils for diesel motors a "4" can additionally be displayed. This addition identifies the suitability for large motors such as trucks or buses (heavy duty).
5.3.1 Car petrol and diesel motors
|A1/B1||High-performance motor oil for petrol and diesel motors, so-called fuel economy motor oils with particularly low High Temperature High Shear viscosity (2,9 - 3,5 mPA*s). Reserved for viscosity class xW-20. Invalid since 12/2016.|
|A3/B4|| ||High-performance motor oil for petrol and diesel motors, extends and replaces conventional motor oils like ACEA A2/B2 and A3/B3 and can be used for extended change intervals.|
|A5/B5||High-performance motor oil for petrol and diesel motors, so-called fuel economy motor oils with particularly low High Temperature High Shear viscosity (2,9 - 3,5 mPa*s). Reserved for viscosity classes are xW-30 and xW-40.|
5.3.2 Car diesel motors with diesel particulate filters
|C1||Category for low SAPS oil with reduced HTHS viscosity ≥ 2.9 mPa*s, low viscosity, performance as with A5/B5, but with very limited proportions of sulfate ash, phosphorous, sulfur.|
|C2||Category for low SAPS oil with reduced HTHS viscosity ≥ 2.9 mPa*s, low viscosity, performance as with A5/B5, with limited, but higher proportions of sulfate ash, phosphorous, sulfur compared to C1.|
|C3|| ||Category for low SAPS oil with high HTHS viscosity ≥ 3.5 mPa*s, low viscosity, performance as with A3/B4, with limited, but higher proportions of sulfate ash, phosphorous, sulfur compared to C1.|
|C4||Category for low SAPS oil with high HTHS viscosity ≥ 3.5 mPa*s, low viscosity, performance as with A3/B4, with the same proportions of sulfate ash and sulfur, but increased proportion compared to C1.|
|C5||C5 category for mid-SAPS oil with reduced HTHS 2.6 – 2.9 mPas*s, low viscosity, for even more improved and optimum fuel savings, for vehicles with state-of-the-art exhaust aftertreatment systems, only for engines meeting the corresponding technical requirements.|
5.3.3 Commercial vehicle diesel motors
|E1||Category not up to date.|
|E2||Category not up to date.|
|E3|| ||Category is included in ACEA E7.|
|E4||Based on MB 228.5, extended oil change possible, suitable for Euro 3 motors.|
|E5||Category is included in ACEA E7.|
|E6||Category for EGR motors with/without diesel particulate filters (DPF) and SCR-NOX motors. Recommended for motors with diesel particulate filters combined with sulfur-free fuel. Sulfate ash content max. 1%.|
|E7||Category for motors without diesel particulate filters (DPF) of the most EGR motors and the most SCR-NOX motors. Sulfate ash content max. 2 %.|
|E9||Category for motors with/without diesel particulate filters (DPF) of the most EGR motors and the most SCR-NOX motors. Recommended for motors with diesel particulate filters combined with sulfur-free fuel. Sulfate ash content max. 1%.|
The International Lubricants Standardization and Approval Committee is very strongly based on the categories according to API in its classification of motor oils. There are five classification categories for petrol motors, but none for diesel motors.
|GF-1||introduction year 1996, comparable with API SH, category not up to date|
|GF-2||introduction year 1997, comparable with API SJ|
|GF-3||introduction year 2001, comparable with API SL|
|GF-4||introduction year 2004, comparable with API SM|
|GF-5||introduction year 2010, comparable with API SN|
The Japanese Automobile Standard Organisation sets out the criteria for two-wheel oils. Here increased requirements of friction behavior (wet clutches), shear stability and burning behavior are set out. The JASO and API classifications are always occur together in the two-wheel sector.
|MA||4-stroke motors – high friction value for motorbikes with wet clutches|
|MA 2||4-stroke motors – high friction value for motorbikes with wet clutches|
|MB||4-stroke motors – low friction value for motorbikes without wet clutches|
|FB||2-stroke motors – low cleaning, incomplete combustion|
|FC||2-stroke motors – high cleaning, almost complete combustion|
|FD||2-stroke motors – highest cleaning, complete combustion|
Approvals for BMW motors
|Longlife-98||Based on ACEA A3/B3, can be used from model year ′98, is replaced by Longlife-01|
|Longlife-01||Based on ACEA A3/B4, can be used from model year ′01, is replaced by Longlife-04|
|Longlife-04||Based on ACEA C3, can be used from model year ′04|
|Longlife-12 FE||Based on ACEA C2, can be used from model year ′13, reduced HTHS viscosity, not backward compatible|
|Longlife-14 FE+||Based on ACEA A1/B1, can be used from model year ′14, reduced HTHS viscosity, not backward compatible|
Approvals for Fiat, Alfa Romeo and Lancia motors
|9.55535-CR1||Based on ILSAC GF-5 or API SN, viscosity class 5W-20|
|9.55535-DS1||Based on ACEA C2, viscosity class 0W-30|
|9.55535-G1|| ||Based on ACEA A1 or A5, viscosity class 5W-30, special development for CNG motors|
|9.55535-G2||Based on ACEA A3, viscosity classes 10W-40 and 15W-40, can be used in older gasoline motors|
|9.55535-GH2||Based on ACEA C3, viscosity class 5W-40, special development for "1750 turbo motor"|
|9.55535-GS1||Based on ACEA C2, viscosity class 0W-30, special development for 0.9 Twin Air (turbo) motor|
|9.55535-H2||Based on ACEA A3, viscosity class 5W-40, suitable for extended change intervals|
|9.55535-M2||Based on ACEA A3/B4, viscosity classes 0W/5W-40, suitable for extended change intervals|
|9.55535-N2||Based on ACEA A3/B4, viscosity class 5W-40, suitable for gasoline and diesel turbo motors|
|9.55535-S1||Based on ACEA C2, viscosity class 5W-30, suitable for gasoline and diesel turbo motors with WIV|
|9.55535-S2||Based on ACEA C3, viscosity class 5W-40, suitable for gasoline and diesel motors with WIV|
|9.55535-S3||Based on ACEA C3, viscosity class 5W-30, special development for Chrysler, Jeep and Lancia|
|9.55535-T2||Based on ACEA C3, viscosity class 5W-40, special development for gas motors|
|9.55535-Z2||Based on A3/B4, viscosity class 5W-40, special development for twin turbo diesel motors|
Approvals for FORD motors
|WSS-M2C-913-A||Based on ACEA A1/B1|
|WSS-M2C-913-B||Based on ACEA A1/B1, backwards compatible with WSS-M2C-913-A|
|WSS-M2C-913-C|| ||Based on ACEA A5/B5, backwards compatible with WSS-M2C-913-B|
|WSS-M2C-913-D||Based on ACEA A5/B5, replaces WSS-M2C-913-A, B and C|
|WSS-M2C-925-B||Based on API SM, backwards compatible with WSS-M2C-925-B, is replaced by WSS-M2C-948-B|
|WSS-M2C-917-A||Based on ACEA A3/B4, counterpart to VW 505.01|
|WSS-M2C-934-B||Based on ACEA C1, viscosity class 5W-30|
|WSS-M2C-948-B ||Based on API SN, specially developed for Ford EcoBoost motors|
|WSS-M2C-950-A||Based on ACEA C2, specially developed for Euro 6 TDCi-engines, viscosity class 0W-30|
Approvals for Mercedes-Benz motors
|MB-Freigabe 229.1||For all cars up to 03/2002, is replaced by MB 229.3|
|MB-Freigabe 229.3||For intervals up to 30,000 km, is replaced by MB 229.5|
|MB-Freigabe 229.5||Stricter requirements than with 229.3, intervals up to 40,000 km possible|
|MB-Freigabe 229.31||Requirements as with 229.3 but low-ash, is replaced by MB 229.51|
|MB-Freigabe 229.51||Requirements as with 229.5 but low-ash, is replaced by MB 229.52|
|MB-Freigabe 229.52||Increased requirements of oxidation stability and fuel saving|
|MB-Freigabe 226.5||Based on Renault RN0700|
|MB-Freigabe 226.51||Based on Renault RN0720|
|MB-Freigabe 229.6||Based on ACEA A5/B5, not backward compatible|
|MB-Freigabe 229.71||Based on ACEA C5, not backward compatible|
Approvals for OPEL motors
|GM LL-A-025||Based on ACEA A3/B3, specification for petrol motors, is replaced by GM Dexos 2|
|GM LL-B-025||Based on ACEA A3/B4, specification for diesel motors, is replaced by GM Dexos 2|
|GM Dexos 2|| ||Based on ACEA C3, applicable for all motors from model year ′10|
Approvals for Peugeot motors
|PSA B71 2290||Based on ACEA C3 with viscosity class 5W-30|
|PSA B71 2295||Based on ACEA A2/B2 for motors before model year 1998, no defined viscosity|
|PSA B71 2296|| ||Based on ACEA A3/B4 with viscosity classes 0W-30, 0W-40, 5W-30 and 5W-40|
|PSA B71 2300||Based on ACEA A3/B4 with viscosity class xW-40, xW-50|
|PSA B71 2312||Based on ACEA C2 with viscosity class 0W-30|
Approvals for PORSCHE motors
|A 40||Based on ACEA A3 with viscosity classes 0W-40 and 5W-40, for petrol motors from 1994|
|C 20||Based on ACEA C5, corresponds to VW 508.00/509.00, not backward compatible|
|C 30||Based on ACEA C3, corresponds to VW 504.00/507.00|
Approvals for RENAULT motors
|RN 0700||Based on ACEA A3/B4, permitted for all Renault petrol motors|
|RN 0710||Based on ACEA A3/B4, permitted for all Renault diesel motors without a particulate filters|
|RN 0720||Based on ACEA C4, permitted for all Renault diesel motors with particulate filters|
Approvals for VW motors
|VW 500.00||Multi-grade oil with viscosity classes SAE 5W-X/10W-X, is replaced by VW 501.01|
|VW 501.01||Multi-grade oil with viscosity classes SAE 5W-X/10W-X, is replaced by VW 502.00|
|VW 502.00||Multi-grade oil for higher requirements|
|VW 503.00||Longlife specification for petrol motors, based on ACEA A1, viscosity classes 0W-30/5W-30|
|VW 503.01||Longlife specification for supercharged petrol motors, viscosity class 5W-30|
|VW 505.00||Multi-grade oil for vacuum and turbo diesel motors|
|VW 505.01||Multi-grade oil for unit injector motors, based on ACEA B4, viscosity class 5W-40|
|VW 506.00||Longlife specification for supercharged diesel motors, viscosity class 0W-30|
|VW 506.01||Longlife specification for unit injector motors|
|VW 504.00||Specification for petrol motors with and without Longlife service, replaces all petrol specifications listed above|
|VW 507.00||Specification for diesel motors with and without Longlife service, replaces all diesel specifications listed above (Except for R5 and V10 TDI motors before CW 22/06)|
|VW 508.00||Longlife IV-specification for petrol motors with and without Longlife service, is not backward compatible, viscosity class SAE 0W-20|
|VW 509.00||Longlife IV-specification for diesel motors with and without Longlife service, is not backward compatible, viscosity class SAE 0W-20|
Approvals for IVECO motors
|18-1804 FE||Based on ACEA E4/E5 with TBN content >14|
|18-1804 TLS E6||Based on ACEA E6 with TBN content >13|
|18-1804 T2 E7||Based on ACEA E7 with TBN content >14|
|18-1804 TLS E9||Based on ACEA E9 or API CJ-4|
|18-1804 TFE||Based on ACEA E4/E7 with TBN content >16|
Approvals for MAN motors
|M3275||SHPD motor oil, change interval of up to 60,000 km possible|
|M3277||UHPD motor oil, change interval of up to 80,000 km possible|
|M3377||Higher requirements of cleanliness/deposits than M3277, change interval according to display|
|M3477||Same as M3277 but low-ash for Euro 5 motors with DPF|
|M3677||Euro 6 motors with DPF, change interval up to 120,000 km possible|
Approvals for Mercedes-Benz motors
|MB-Freigabe 228.1||Basis ACEA E2 + weitere Motorentests|
|MB-Freigabe 228.3||Basis ACEA E7 + weitere Motorentests|
|MB-Freigabe 228.5||Basis ACEA E4 + weitere Motorentests, verlängerter Wechselintervall|
|MB-Freigabe 228.31||Basis ACEA E9 + weitere Motorentests, DPF geeignet|
|MB-Freigabe 228.51||Basis ACEA E6 + weitere Motorentests, DPF geeignet, verlängerter Wechselintervall|
|MB-Freigabe 228.61||Basis API FA-4 + weitere Motorentests|
Approvals for RENAULT motors
|RD/RD-2||Based on ACEA E3 + Volvo VDS-2|
|RLD/RLD-2||Based on ACEA E7 + Volvo VDS-3|
|RLD-3||Based on ACEA E9 + Volvo VDS-4|
|RXD||Based on ACEA E7 + Volvo VDS-3|
|RGD (Gas)||Based on ACEA E6 + Volvo VDS-3 + TBN >8|
Approvals for SCANIA motors
|Scania LDF||Based on ACEA E5|
|Scania LDF-2||Based on ACEA E7 applicable from Euro 4|
|Scania LDF-3||Based on ACEA E7 applicable from Euro 6|
|Scania Low Ash||Basis ACEA E6/E9 (low-ash)|
Approvals for VOLVO motors
|Volvo VDS||Based on API CD/CE, maintenance intervals up to 50,000 km possible|
|Volvo VDS-II||Based on ACEA E7, maintenance intervals up to 60,000 km possible|
|Volvo VDS-III||Based on ACEA E5, maintenance intervals up to 100,000 km possible|
|Volvo VDS-IV||Based on API CJ-4, short-distance, low-ash|
Approvals for motorbike motors by JASO
|JASO MA(2)||4-stroke motors – high friction value for motorbikes with wet clutches|
|JASO MB||4-stroke motors – low friction value for motorbikes without wet clutches|
|JASO FB||2-stroke motors – low cleaning, incomplete combustion|
|JASO FC||2-stroke motors – high cleaning, almost complete combustion|
|JASO FD||2-stroke motors – highest cleaning, complete combustion|
24 ATF approvals (MB approval 236.x)
21 (Hypoid) gearbox oil approvals (MB approval 235.x)
14 ATF approvals (G 052 xxx, G055 xxx, G060 xxx)
15 (Hypoid) gearbox oil approvals (G 052 xxx, G055 xxx, G060 xxx)
In order to at least be able to get a general answer as to what quality or which properties a gearbox oil corresponds to, over the course of the past few decades, division into by API for manual gearbox and axle drives and by Dexron for automatic gearboxes. The manufacturers made use of this division over a long period of time. After the gearbox became ever more complex, however, this division was no longer sufficient. The viscosity of the manual gearbox and axle drive is – as with motor oils – classified by SAE. The viscosity of automatic gearbox oils, so-called ATF oils (Automatic Transmission Fluid), is not classified by SAE, as the viscosity is a part of the respective manufacturer approval.
9.1.1 API (manual gearbox or axle drive oils)
|low load hypoid or worm gearbox|| |
0 % additives
|Worm gearbox (not in road vehicles)|| |
up to 1.5 % additives
|GL 3||Manual gearbox (vintage)||up to 2.7 % additives|
|GL 4||Manual gearbox, hypoid gearbox if permitted||up to 4 % additives|
|GL 5||Hypoid gearbox, manual gearbox if permitted||up to 6.5 % additives|
9.1.2 GM Dexron (automatic gearbox)