Sorge wegen steigenden Ölverbrauchs, mgl. Zusammenhänge | Posts 16+

I see it the same way.

A main reason for the introduction of Volkswagen oil standards at the time was precisely to combat the formation of sludge during a regular oil change interval.
"I've seen engines where people have removed the valve cover and ended up with a mess of oil sludge. No, thank you. Especially not with today's engines, which are ridiculously expensive, costing over €5,000. What's a few dozen liters of really high-quality oil, meeting the specified standards, over the lifespan of a car, especially when you can find it for €6.45 per liter on online marketplaces?"

We are not in a socialist system, where things should be improved with better sewage sludge . They also have more basic engines there, which is fitting .

Okay, I'm sticking to my point: for a VP-TDI engine, any motor oil that meets the VW standard is sufficient.
corresponds to what I get from my local Esso dealer.
Original barrel for 2€ per liter, and you don't need more than 15,000 km.
To change the oil. As far as I remember, the sludge was...
The problem is mainly limited to gasoline engines.

Regarding the topic of Russian oil: Single-grade oils that were still used in this country until the 1970s...
'For many years, the oils sold were typically high-detergent (HD) oils. These were non-additive oils.'
That was a long time ago!

And speaking of synthetic oil and deposits: there was something in the early 1990s...
Significant problems with a full synthetic engine oil for turbine engines.
from Mobil Oil - Massive deposits in the engine bearings, leading to...
Engine failure - it was quite exciting back then!!!

Hi Jürgen! Especially in RME or biodiesel production, the understanding has emerged that more frequent oil changes with cheaper oil are better than infrequent changes with expensive oil.


loooool

That's not a statement! What exactly was being compared? A 50,000-mile interval using Shell Helix Ultra X versus a 15,000-mile interval using LM Diesel High-Tech?
When comparing oils, it's important to compare oils that meet the *same* standard but are in different price ranges. Both oils should then be tested under all possible intervals (e.g., 15,000 km, 20,000 km, 25,000 km, etc.).
The data obtained are then compared. Anyone who deviates from this method can 'fabricate' any result they want.

And regarding LL (Long Life) oil: I don't think anyone among us truly believes that an LL interval is better for the engine than a regular 15,000-mile interval with a 5W-40 oil, right?

In my opinion, there are definitely significant differences between the oils. For example, with diesel engines, it's important that soot particles can be kept in suspension so that there are no deposits in the engine. Furthermore, shear stability and surface pressure are important factors.

Single-grade oils without additives are actually the best oils you can use in your engine.
A good additive package comes into play where the oil film doesn't provide sufficient lubrication (even the best oil can struggle at 6000 RPM and extremely high temperatures). I doubt that the quality alone can justify price differences of 70%.
I know that a multi-grade oil is always a compromise between two single-grade oils. Those who want to change their single-grade oil twice a year should do so. However, it will hardly be cheaper than using a slightly more expensive multi-grade oil. (If comparing prices, please do so with a comparable additive package.)

However, be aware that the shear chains in these oils break down after a maximum of three thousand kilometers, just like those in single-grade oils.
It's only logical that a blended oil ages in the same way as an unblended oil. Shear stability is ultimately a property of the base oil, and not of the additive package or the blend.
By the way: The chains wear out very quickly with 0W-30 oil that meets VW 506 01 specification, whereas 5W-40 oil that meets VW 505 01 is significantly better!

Okay, that's enough writing for now, otherwise the server will be full .

Regards,
Sure, here is the translation of the text from German to English:

'Micha'

This week, I saw an article about the new Audi TDI engine.
The cylinder walls (bore surfaces) are treated with a laser, which removes the honing marks. The result is that the laser process is intended to create small structures in the bore surfaces where oil can remain, thus ensuring lubrication. An advantage is that much less oil is scraped into the combustion chamber by the new piston rings, which reduces exhaust emissions. I don't remember where I saw this, maybe on AMS on Sunday on Vox... I have no idea.

Hi AFN drivers,

Yes, I've read that too. The laser process creates a hard, porous surface. The pores, which are normally 'filled' during honing, act as oil reservoirs.
I'm not sure what that has to do with emissions. However, I have a feeling that the friction between the piston and the cylinder wall decreases significantly, which in turn reduces fuel consumption.

Regards,
Sure, here is the translation of the text from German to English:

'Micha'

Back to the Stone Age?
I cannot agree with the statements made above.
A single-grade oil is truly the last thing an automotive engine needs. While you might be able to tolerate it in the summer, the difference between cold start and operating temperature is simply too great in the winter. There's a reason why the old owner's manuals cautioned against using full throttle with thinner winter oils.
Is synthetic oil now worse? The advantage of synthetic oil over a mineral base oil lies in the fact that its viscosity is less dependent on temperature, which means that fewer viscosity improvers are needed (and these do indeed degrade over time), or that it can cover a wider range of temperatures.
Whether LL is worthwhile is, of course, another matter.

hollari wrote:

Hello! I can only confirm your experiences. I've been driving a 1Z-TDI for quite some time now. It consumes approximately 1 liter of oil within the interval (15,000 km). That means it lasts a good while without needing to be refilled. "Before, I had a 1.3L engine (with a catalytic converter) producing 50 horsepower." Polo Classic (looks like a mini-Jetta). The fuel (and also gasoline) consumption was very high. dependent on the driving style (mainly engine speed?!). Best regards, Sigi

Hi,
I can only confirm that. Our A4 1.9 TDI consumes [amount] per oil change interval.
Also, 1 to 2 liters of oil (longlife)...
At the beginning, when he was new, it was even worse.

Bee wrote:

By the way: with 0W-30 oil according to VW 506 01, the chains wear out very quickly; a 5W-40

would be better.
/viewtopic.php?t=6173&highlight=wearcheck
Here, after 48,000 km and at a temperature of 100°C, the oil is still within the tolerance range for a 30-grade oil. It's possible that it was thicker initially, and that even in an engine designed for 0W30, wear might be lower with a different oil. In any case, it meets the manufacturer's specifications.

Hi,

...and is what the manufacturer specifies always the optimum in EVERY respect?

An LL (Low Viscosity) oil meeting VW 506 01 specification has the advantage of being a fuel-efficient, low-friction oil. To achieve this, the HTHS (High-Temperature High-Shear) value must be reduced, which comes with the aforementioned drawbacks. (Although, in comparison to a 5W-40 oil with a correspondingly high HTHS value, it might feel 'instant'.) Why is an LL oil meeting 506 01 not allowed to be used in an engine not designed for LL oil? Is it because the oil lubricates so well? Or because it causes extremely slow wear?

I also understand that an oil meeting the VW 506 01 specification is still within tolerance after 46,000 km. The oil change interval for long-life oil is 50,000 km. If the oil were outside the tolerance range after 46,000 km, it would not have received the approval!

And if you use some cheap, low-quality oil with the worst additives that still meets the 505.01 specification, you'll find that even this oil will still be within the tolerance limits after 15,000 km, because even for the VW 505.01 standard: An oil that is outside the tolerance limits will not be approved.

It's quite funny that when I paint a wall with blue paint, the wall ends up being blue afterwards, or .

My sarcasm knows no bounds today. It's easy to find a few weak arguments to counter someone's point, but coming up with a response to refute that argument often takes a long time.

The only thing you could have rightfully criticized was my statement that a multi-grade oil is always a compromise between two single-grade oils.

Regards,
Sure, here is the translation of the text from German to English:

'Micha'

Hi,

Did I not write something about a tolerance range here before? Somehow, the answer seems to have disappeared.
Okay, here's a short summary:

The following statement is trivial:

Here, the oil is still within the tolerance range after 48,000 km at 100°C... In any case, it meets the manufacturer's specifications with that.


Because: If the oil were not within the tolerance range after 48,000 km, it would not have been approved.

Regards,
Sure, here is the translation of the text from German to English:

'Micha'