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If your question is not answered here, our technical support will be happy to help you. Telephone: +49 731 1420-871

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Motoroils

No! You can, of course, always use the matching LIQUI MOLY product.

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
The oil level of the motor must always be correct, as both too little and too much oil can lead to serious damage of the motor. If you add too much oil, this can lead to the creation of many air bubbles. These air bubbles are then sucked by the oil pump and moved through the motor to the lubrication points. As air famously does not lubricate, greater wear is generated at the areas of friction to be lubricated, which can lead to motor damage. A further problem of overfilling is increased oil pressure. This can lead to seals, which are supposed to keep the oil in the motor, being torn from their actual position or damaged and therefore the motor becoming leaky.
The acronym API stands for American Petroleum Institute. It sets the global quality requirements and testing criteria of lubricants, such as motor or gearbox oil.
The question of which motor oil is suitable for diesel motors keeps coming up, again and again. But the times in which there were special motor oils for diesel motors are long gone. Modern motor oils fulfill both the requirements of petrol and diesel motors. What's important in the selection of the right motor oil is much more the specification or approval given by the vehicle manufacturer. If this is printed on the bottle label, then the oil can be used for the respective motor. Regardless of whether it's diesel or petrol.
If a vehicle is mainly used for short journeys, this has the consequence that the condensation created by temperature differences mixes with the oil and does not evaporate. This oil/water emulsion is then deposited in the entire motor. This becomes visible at the oil filler cap in the form of light-brown sludge. In order to free the motor of this, LIQUI MOLY offers the oil sludge purge.
The color of a motor oil provides no conclusions regarding quality or age. There are, therefore, chemical additives that superimpose on the actual color (amber) of the oil and therefore make it appear darker.
There is no general answer to how often a motor oil has to be refilled. Oil consumption can vary greatly even with motors identical in construction. If there is no oil level control fitted, the oil level should be checked every time you refuel and correspondingly reacted to.
What's important in the selection of the right motor oil is the specification or approval given by the vehicle manufacturer, which can be found in the operating manual of the vehicle. If this is printed on the label of an oil, then this oil can be used for the respective motor. If you are not sure about this, our Oil Guide or our technical support by phone +49 731 1420-871 can help.
The fill level of the motor oil is always measured when it is warm. This ensures that the motor is in the temperature range in which it usually is, optimally supplied with lubricant.
Fundamentally, the recommendation of the manufacturer should be followed when selecting the oil for snow blowers. However, experience shows that our Special Tec LL 5W-30 covers the majority of snow blowers available on the market.
We keep receiving questions like "what do you think of a motor oil change after as long as two years?". Without a sound laboratory analysis of the old oil, the car driver cannot assess the condition of a motor oil by the color or by rubbing it between their thumb and index finger. When a change of the lubricant is necessary is decided either by the vehicle itself (variable) or the change was set by the manufacturer according to a fixed mileage or age. In the case of a variable change interval, the vehicle will tell you when a change is required. The mileage until the next change can simply be called up in the vehicle menu. Should a change be prescribed, the date is usually written on the oil note in the motor compartment or in the service booklet of the vehicle.
A definite yes! Modern motors are highly complex mechanical assemblies. Due to the high requirements expected of them they require a lubricant aligned to the materials and properties. If it does not receive this, the increased friction may lead to motor damage.
As there are soot deposits in the oil circuit particularly in diesel motors, but also in petrol motors, the oil is often colored black after the first few revolutions of the motor. However, this is no reason to panic, as the oil is doing what it should: It is cleaning! While doing so, it is absorbing the soot deposits in the motor and then transporting it to the oil filter.
The minimum durability in small containers is five years – assuming it is stored in a dry place at temperatures between + 5 °C and + 30 °C and is not in direct sunlight. The cellar, and not the garage, is ideally suited to storage.
Fundamentally, the specifications of the gas system manufacturer and the motor manufacturer should be observed. If the vehicle manufacturer approves more general specifications (e.g. ACEA C2/C3 or C4), then low ash oils according to this specification are to be preferred during gas operation. Furthermore, Cera Tec as an oil additive for gas-operated motors is of a fundamental advantage. A dose of 7% to 8% in the motor oil is optimum.
Two-stroke oil dissolves fully in fuel and does not become separated even after an extended storage period.
What is decisive for the selection of an oil is the quality and the manufacturer guidelines, not the viscosity. This information can be found on the container label. The 5W-30 specification relates only to the liquid condition of an oil at a certain temperature and is not a sign of quality.
Yes! The mixability of the motor oils with one another must be possible in order to guarantee refilling at any time. However – depending on the oil added – the quality or the properties of the existing oil are changed.
Motor oil has molybdenum disulfide added to it. This anthracite-colored additive superimposes on the "normal" color of the oil.
The mixability of modern motor oils with one another, regardless of the type, must be possible under any circumstances. For it is not always guaranteed that the average car driver will know which motor oil was used by the garage in an oil change.

Additives

Yes, this has been tested by a field test with company cars. The oil additive minimizes friction by approx. 30%.

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
No, with these fuels there is no improvement of the low temperature resistance.
When using conventional summer diesel fuels, which have a low temperature resistance of 0 °C, an improvement to -6 ° to -8 °C is achieved when meeting the dose of Diesel Flow Fit.
For clutches that run in oil baths, 20 ml of additive can be added per liter of motor oil. This ensures there is no clutch slippage. Using Motor Protect on clutches running in oil baths is generally not recommended.
Yes, Motor Protect can be used in modern Longlife oils such as Synthoil Longtime Plus 0W-30 and Synthoil Longtime 0W-30.
The use of Motor Oil Saver in motors with clutches running in oil baths can lead to clutch slippage due to the additives contained therein. In this case, we do not recommend its use.
Generally, yes. However, LIQUI MOLY has a special motorbike program in which this formula is specially aligned to the lower tank volume of the motorbikes.

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. 

Lubricants

Two-stroke oil dissolves fully in fuel and does not become separated even after an extended storage period.
No! HLP oils are hydraulic oils and are not intended for use in power steering. In the worst case this can lead to a failure of steering – particularly in low temperatures. Therefore please always observe the manufacturer approvals and requirements, as the steering is a safety-relevant component.
Yes!

Good to know

ACEA

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.

ADDITIVE PACKAGE

An additive package is a mixture of various chemical substances that influence the properties of the motor oil in different ways.

ALKALINE RESERVES

The alkaline reserves of an oil neutralize acidic reaction products, which are created during the combustion of fuel.

API

The American Petroleum Institute (API) determines the global quality requirements and testing criteria for lubricants. Europe or European manufacturers are largely excluded from this.

ATF

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.

BASE NUMBER

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.

CRACKING

In cracking, long hydrocarbon molecules are broken up. These broken molecule chains form the base product for synthetic oils.

DISTILLATION

During distillation, crude oil is heated under atmospheric pressure and split into its natural components.

DETERGENTS

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. 

DISPERSANTS

The dispersants contained in motor oil coat solid and liquid contamination in the oil and transport them to the oil filter.

DEWAXING

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).

EP ADDITIVES

Extreme pressure additives (EP) form a “protective layer” on the metal surfaces under high pressure and great heat.

FRICTION MODIFIERS

Friction modifiers (FM) create weak bonds on the metal surfaces and thus reduce or increase the friction properties of a lubricant.

GL

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

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.

HTHS VISCOSITY

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.

HYDROCRACKING

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

Hydrofinishing is the addition of hydrogen during the production of mineral base oil for ensuring optimum aging stability.

JASO

The Japanese Automotive Standards Organization (JASO) divides lubricating oils into various classes and is mainly used in the motorbike sector and in Asia.

CATALYTIC HYDROCRACKING

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.

LSPI

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

Naphta is petroleum, which represents a product of crude petroleum distillation.

PARAFFIN

Wax crystals that form the byproduct of the manufacture of mineral base oil are described as paraffin or kerosene.

POUR POINT

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

Refining is the removal/conversion of unwanted parts from vacuum distillates.

BACKWARDS COMPATIBLE

Backwards compatible refers to a specification or release that meets and exceeds the previous (then obsolete) specification or release.

CRUDE OIL

Crude oil is a mixture mainly made up of hydrocarbons, which is created by the decomposition process of organic materials.

SAE INTERNATIONAL

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

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

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.

VISCOSITY INDEX

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).

Mineral base oil is the simplest and oldest form of base oil. In manufacturing the already described crude oil serves as a direct base product. The crude oil is heated in a furnace and disassembled into its natural components (distilled). Then unwanted and damaging components are removed from the distillate by the refining process or by dewaxing. Thanks to the subsequent hydrofinishing, the raffinate specifically has hydrogen added to it, which closes the open molecule chains and therefore significantly increases the aging stability.
Fully synthetic base oil is mainly characterized by its very good thermal stability and cleaning performance. As high performance as it is, so laborious its manufacture also is. So-called naphtha (petrol without additives) serves as the base product. Naphta in cracked in the first step, which means that the molecule chains (C5 – C12) split open and are broken down to a length of C2 – C3. The former liquid is now gaseous. In the consequent synthesis process the short molecule chains (C2 – C3) are added to long molecule chains (C20 – C35) and sealed by adding hydrogen (hydrogenation).
Hydrocracked base oil combines the positive properties of mineral and fully synthetic base oils with one another. This base oil type offers a very good thermal stability and resistance to aging with simultaneously absolute material compatibility. The basis for hydrocracked base oils are formed by the paraffin taken from the mineral oil extraction. The paraffin is made up of long-chained molecule compounds (> C35). These are split open in the presence of a catalytic converter under a pressure of 70 - 200 bar and temperatures of up to 500 °C and shortened to a useful length of C20 – C35 (catalytic hydrocracking). The liquid in the vacuum is subsequently distilled, in order to avoid the cracking of the molecule chains. In the last step, any paraffin deposits are removed
In most cases the base oil alone is not sufficient to cover the many tasks that an oil has to fulfill in a motor, for example. For a reliable lubrication and seamless operation the base oils of additives are added. With the help of these additives, certain properties of the oil can be improved or completely new properties achieved. The list of the additives used for this is varied and long. The individual materials are, depending on the requirement, comprised in an additive package. This package added to the base oil heated from 40 °C to 60 °C and is stirred until it is completely dissolved in the oil. In modern motor oils the concentration of additives can be up to 30% or less than 1% in gearbox oils. Fundamentally, you can differentiate between two types of additives:
    ■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).
    Here is a list of the properties of an oil that can be influenced by additives:
    Detergents are wash-active substances in the oil, which prevent the formation of deposits or free the motor of them. If these are used up by exceeded oil change intervals, for example, the result is the increased formation of deposits (see picture). This causes friction to measurably increase in the motor, risking motor damage.

    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..

    An unwanted byproduct of circulation lubrication is the inclusion of small air bubbles in the motor oil. Anti-foam additives cause a significant reduction of foam created in the circulation of oil (air pockets).

    .

    In order to select the correct motor oil, two pieces of information are required. Firstly, the viscosity, and, secondly, the quality is required. Numerous organizations have arisen over the past few decades for these classifications: ■SAE (Society of Automotive Engineers) ■API (American Petrol Institute) ■ACEA (Association des Constructeurs Européens d’Automobiles) ■ILSAC (International Lubricant Standardization and Approval Committee) ■JASO (Japanese Automotive Standards Organization) The well-known European vehicle or motor manufacturers (Mercedes-Benz, BMW, VW …) conform to SAE for viscosity information and ACEA for quality information. The motor oils to be used for import vehicles that were developed outside of Europe (Toyota, Mitsubishi, Chrysler ...) mainly conform to API or ILSAC and SAE.

    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).

    The Association des Constructeurs Européens d`Automobiles forms the oil standard for European vehicle or motor manufacturers. Here – as with API – oils for petrol motors (A) and light diesel motors (B) are differentiated. Unlike with the API, at the ACEA every category has its own meaning and cannot be used backwards compatibly.

     

    5.3.1 Car petrol and diesel motors

     

    A1/B1High-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.
    C5C5 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.

     

    ILSAC

     

    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.

     

    JASO

     

    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
    Based on European vehicle manufacturers, the prescribed vehicle specifications are based on the motor tests of the ACEA. In order to achieve a manufacturer approval for a certain oil, in addition to the respective ACEA test procedure, further motor tests and requirements must be fulfilled. An overview of which manufacturer specification is based on which ACEA classification can be seen here:

     

    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-DS1Based 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-GS1Based on ACEA C2, viscosity class 0W-30, special development for 0.9 Twin Air (turbo) motor
    9.55535-H2Based on ACEA A3, viscosity class 5W-40, suitable for extended change intervals
    9.55535-M2Based 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-T2Based 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-ABased on ACEA A1/B1
    WSS-M2C-913-BBased 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-ABased 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-025Based 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 2295Based 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 40Based on ACEA A3 with viscosity classes 0W-40 and 5W-40, for petrol motors from 1994
    C 20Based 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 500.00Multi-grade oil with viscosity classes SAE 5W-X/10W-X, is replaced by VW 501.01
    VW 501.01Multi-grade oil with viscosity classes SAE 5W-X/10W-X, is replaced by VW 502.00
    VW 502.00Multi-grade oil for higher requirements
    VW 503.00Longlife specification for petrol motors, based on ACEA A1, viscosity classes 0W-30/5W-30
    VW 503.01Longlife specification for supercharged petrol motors, viscosity class 5W-30
    VW 505.00Multi-grade oil for vacuum and turbo diesel motors
    VW 505.01Multi-grade oil for unit injector motors, based on ACEA B4, viscosity class 5W-40
    VW 506.00Longlife specification for supercharged diesel motors, viscosity class 0W-30
    VW 506.01 Longlife specification for unit injector motors
    VW 504.00Specification for petrol motors with and without Longlife service, replaces all petrol specifications listed above
    VW 507.00Specification 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 508.00Longlife IV-specification for petrol motors with and without Longlife service, is not backward compatible, viscosity class SAE 0W-20
    VW 509.00Longlife IV-specification for diesel motors with and without Longlife service, is not backward compatible, viscosity class SAE 0W-20
    Based on European vehicle manufacturers, the prescribed vehicle specifications are based on the motor tests of the ACEA or the API. In order to achieve a manufacturer approval for a certain oil, in addition to the respective ACEA/API test procedure, further motor tests and requirements must be fulfilled. An overview of which manufacturer specification is based on which ACEA/API classification is shown in the illustration below.

    Approvals for IVECO motors

    18-1804 FEBased on ACEA E4/E5 with TBN content >14
    18-1804 TLS E6 Based on ACEA E6 with TBN content >13
    18-1804 T2 E7Based on ACEA E7 with TBN content >14
    18-1804 TLS E9 Based on ACEA E9 or API CJ-4
    18-1804 TFEBased on ACEA E4/E7 with TBN content >16

    Approvals for MAN motors

    M3275SHPD motor oil, change interval of up to 60,000 km possible
    M3277UHPD motor oil, change interval of up to 80,000 km possible
    M3377Higher 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 228.1Basis ACEA E2 + weitere Motorentests
    MB-Freigabe 228.3Basis ACEA E7 + weitere Motorentests
    MB-Freigabe 228.5Basis ACEA E4 + weitere Motorentests, verlängerter Wechselintervall
    MB-Freigabe 228.31Basis ACEA E9 + weitere Motorentests, DPF geeignet
    MB-Freigabe 228.51Basis ACEA E6 + weitere Motorentests, DPF geeignet, verlängerter Wechselintervall
    MB-Freigabe 228.61Basis API FA-4 + weitere Motorentests

    Approvals for RENAULT motors

    RD/RD-2Based 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-2Based on ACEA E7 applicable from Euro 4
    Scania LDF-3Based on ACEA E7 applicable from Euro 6
    Scania Low Ash Basis ACEA E6/E9 (low-ash)

    Approvals for VOLVO motors

    Volvo VDSBased on API CD/CE, maintenance intervals up to 50,000 km possible
    Volvo VDS-IIBased 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-IVBased on API CJ-4, short-distance, low-ash
    In motorbike motors the manufacturers largely forgo their own oil specifications and use the API or JASO determined motor tests for determining oil quality. In addition to determining the oil quality, for motorbikes that are equipped with clutches running in oil baths (wet clutch), higher requirements of shear stability, burning behavior and, above all, friction behavior have to be fulfilled. Whether an oil fulfills these properties can be found out via the JASO specification, which has to be listed under the approvals.

    Approvals for motorbike motors by JASO

    JASO MA(2)4-stroke motors – high friction value for motorbikes with wet clutches
    JASO MB4-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 FD2-stroke motors – highest cleaning, complete combustion
    In order to be able to ensure a malfunction-free operation, modern gearboxes require a modern high-performance lubricant, which protects the gearbox against friction and, at the same time, does not affect the shifting characteristics. The type and quantity of additives in the lubricant has a significant influence on various parameters, such as the shifting capacity, the change interval, the friction behavior and the wear protection. It is therefore urgently necessary that the classifications or approvals given by the manufacturer are upheld upon changing the gearbox oil. There are as many gearbox oils as there are types of gearbox. They are first roughly differentiated by manual gearbox or axle drive, automatic gearbox and dual-clutch gearbox. Within these upper groups there are various subgroups, which each need a special lubricant aligned to the construction type and purpose of use. In gearbox oils there is no uniform basis that the manufacturers are obliged to uphold (e.g. ACEA). This leads to a variety of special manufacturer approvals.

    EXAMPLES

    Mercedes-Benz:

    24 ATF approvals (MB approval 236.x)

    21 (Hypoid) gearbox oil approvals (MB approval 235.x)

    Volkswagen:

    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)

     

    GL 1

    		 low load hypoid or worm gearbox

    0 % additives

    GL 2

    		 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)

     

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    Made in Germany

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