The best oil for bmw. What kind of oil to fill in a BMW? Synthetic, mineral or semi-synthetic

The question posed in the title is dotted with all automotive Internet forums. But the amount of information on this subject, in my memory, has never turned into quality, rather, vice versa. Many of the articles published during this time also pursue any goal, except to finally give an answer to this question. For a long time, we were the only service that knew exactly "what kind of oil to fill." We modestly remain them to this day, but now an extensive research, supplementing the base of several hundred thoroughly studied BMW, Mercedes, Audi engines (video endoscopy high resolution, vacuum diagnostics of the cylinder-piston group, analysis and systematization of data on the actual oil consumption on the run, broadband audio spectrometry, vibration acceleration research data, etc.). One of the directions now is a multilateral study of the physicochemical properties of oils, which will ultimately give an exhaustive answer to the title question. Let's start with the fact that we will get acquainted with the basic concepts and terms of the "oil" topic in an extremely understandable, as it seems to me, language.

Viscosity

SAE viscosity - the generally accepted standard for classifying the viscosity of motor oils SAE J300. Behind the numbers are the viscosity ranges defined by the standard, in which this sample must fit. If the oil is "all-weather", two numbers are indicated on the canister - for a "cold start" and for operating temperature warm motor. The first digit is separated from the second by the letter "W" - "winter". Since almost all modern oils produced are all-season, a combined coding has become generally accepted, for example: 5W (cold start) 40 (operating temperature). In laboratory conditions, the shear force and pumpability of the oil are determined at low temperatures- this is important for the very possibility of starting a cold engine. The lower the number, the thinner the oil and more adapted to cold start conditions. After reaching the operating temperature (and this is already about 40 degrees and above - a few minutes after starting), the influence of this parameter on the performance of the oil becomes insignificant. The second value becomes important - the kinematic viscosity at the operating temperature of the engine (about 100 degrees). Oil, obviously, should not be too thin at operating temperature, which rises in proportion to the load on the engine and can reach 150-180 degrees and even higher. For example, in the area of ​​​​piston rings, where the oil takes a significant part of the heat generated as a result of fuel combustion. Too thin a layer can be prone to tearing: it does not provide the required protection and will lead to accelerated wear. Too thick - will create a permanent excess of lubricant in the area of ​​​​the piston grooves, which will gradually lead to coking (loss of mobility) of the piston rings under certain conditions - such as low engine speeds, characteristic of standing in a traffic jam. In addition, it is worth noting that the high-temperature viscosity of "40" and "60" differs in absolute terms by about half - this means that power losses increase significantly, which, all other things being equal, can reach 10%, which also leads to deterioration fuel efficiency - who will like that a car is "dumb" in thicker oil and eats too much gasoline?

What viscosity to choose?
In today's reality, we are dealing with a multigrade multigrade oil, with SAE ranges of 0-25W, and 20-60 for operating temperature. In practice, there are no oils that cover the entire temperature range: oils with extremely low low-temperature viscosity have average high-temperature values ​​- 0W40, 5W40. Thick oils, respectively, are quite thick even at low temperatures - 10W60, 5W50, 20W60. Obviously, for universal year-round operation, ceteris paribus, it is worth focusing on medium viscosity ranges, for example, 0W40, 5W40 and the like - such oils will ensure a confident engine start at temperatures typical of central Russia and provide proper protection of moving parts of the engine when operating in operating speed range of a conventional motor: 600-6000 rpm. All this with optimal friction losses, which will give an optimum in fuel efficiency, as well as power.

Low viscosity oils such as 0W30, or even 0W20, are designed to reduce internal losses (fuel savings) and for a conventional engine can only be recommended for a theoretical improvement in fuel efficiency (about 2% over the test cycle), as well as to achieve a slight improvement in power performance at certain operating conditions. Such oils (or rather, recommendations for their use) are typical for cars in the Asian and North American markets and may (or may not) be associated with the design features of the engine - the geometry of the oil channels, the location of the oil nozzles, etc. In the second case, there are no obstacles to the use of other (optimal for a given region) viscosity ranges.

Consideration of the viscosity characteristics of the oil in isolation from a specific sample is practically meaningless - viscosity is only one of the quality characteristics, which, in turn, has a dependence, as well as a direct and indirect effect on the integral quality indicator of the product in the consumer sense - it is always necessary to consider a set of consumer parameters. The oil can be chosen optimally in terms of viscosity, but this does not guarantee anything other than cold start capability and oil film stability.

Oils with a pronounced high viscosity (they contain a thickener) provide maximum oil film thickness at high temperatures and high revs, in exchange for high losses and deterioration in fuel efficiency in standard operation. Typical high viscosity ranges for commercial oils: "10W60", "20W60", "5W50". Indeed, such oils can be recommended to protect the engine in extreme operating conditions, as well as in the case of specific use conditions: for example, prolonged engine operation at maximum speed.

Contrary to popular misconception, the so-called. "racing" brands of oils do not always have a high viscosity. A typical oil for a high-speed "race" sports engine is "15W40" - such an engine starts only after preheating, the "winter" number is practically insignificant. In turn, such a narrow range gives greater freedom in choosing the basis for the oil composition. For qualification, an extremely low-viscosity oil of the "0W20" type can also be used - to achieve the maximum result - a minimum of power losses. In the case, I repeat, of long-term operation of the engine in the maximum speed zone, for example, the Le Mans 24 races, the use of 10W60 viscosity oil can be justified - this is where it belongs. But in a typical civilian motor - no.

Conclusion: for everyday, year-round, even the most intense operation (not a race, not a test, etc.), oils with an average viscosity range such as 0w40, 5w40 and the like are absolutely universal. The use of low-viscosity, or vice versa, too thick oils, with the upper range of SAE 20, 30, 50 and 60, serves to solve a narrow range of tasks and can lead to increased engine wear, ring coking, increased fuel consumption, reduced power, etc. I think it is easy for the reader to correlate his driving mode with those described above and make a choice. A certain specificity is also found with strong deviations from the climatic norm - in cold climates, it is low-viscosity oils that are optimal, and in extremely hot climates, thick ones.

Oil viscosity index
A conditional dimensionless value that characterizes the stability of viscosity properties with temperature changes. The higher the value, the wider the temperature range the oil will remain fluid. Often used as an indirect parameter for evaluating base oils used. In its purest form, it is not a quality parameter.

Evaporation Index NOACK
One of modern techniques characterizing the quality of the fractional composition of lubricants. The oil is heated to a temperature of 250 degrees and after a specified period of time, the relative change in the mass of the sample is estimated - according to the European method, the change in mass should not be more than 13.7%. Ceteris paribus, the more boiled away from the initial mass, the more prone the oil is to waste - it contains more "short" molecules - there are low-quality components in the base of the oil. There is a direct relationship between the amount of oil evaporated and its viscosity grade - certain cautious conclusions are relevant only among oils of the same viscosity class - thick oil, of course, is less prone to boiling away. But that doesn't make it "better".

Flash point in closed cup
One of the safety parameters is that the oil is gradually heated in a closed tank until a source of open fire brought up causes a flash of flame. The minimum flash point is fixed. Another parameter that indirectly characterizes the quality of the underlying basis is that there should be no failure values. In its pure form, it is not a determining criterion.

Base number TBN
The value directly characterizes the stock of detergent properties of the oil. It is related to the amount of active elements in the detergent and dirt-retaining additives. More is better. With the advent of the so-called. "low-ash" oils (with a definitely low TBN), the opinion is actively propagated that TBN is not a criterion that unambiguously determines the reserve of detergent properties, which is partly true - the dynamics of reduction is important, and also, as in advertising - "acid-base balance". However, in any case, no other method, except for controlling the decrease in alkalinity and the increase in acidity (directly related to the control of the base number), no one has yet proposed.

Acid number TAN
Acid number - a characteristic of the acidity of the oil, should not significantly exceed the alkalinity.

Oxidation
The value directly related to temperature degradation - clouding of the base and loss of properties of the additive package.

Nitration
A parameter associated with varnish and carbon formation as a result of the penetration of nitrogen compounds into the oil.

Additives
The composition of modern motor oils contains no more than 10-15% additives. Additives prevent premature wear, corrosion, wash and retain deposits. In fact, these are compounds based on the following metals:

Ca, Mg (calcium and magnesium) - detergent and deposit-retaining additives. Usually 0.2 to 0.3% of the total mass content.
Zn, P (zinc, phosphorus) - antiwear additives. Up to 0.2% of the total mass content.
Mo, B (Molybdenum, Boron) - most often, additives to reduce friction, up to 0.2% by weight, are present, as a rule, exclusively in expensive high-tech oils.

Also included are polymer-based viscosity modifiers.

wear products
The wear products determined in the used oil include the metals from which the engine parts subject to wear are made. It should be noted that depending on the type of engine, the composition of friction pairs changes: the mirror of the cylinder block can be made of cast iron, or maybe aluminum. At the same time, an aluminum piston can be coated with a thin layer of iron, and so on ... Relative results are valid only for engines of the same type. It is also incorrect to compare engines of different metal consumption - an in-line four-cylinder engine and, for example, a V12 - the absolute values ​​of the content of wear products are at least proportional to the number of cylinders.

Pollution
For a serviceable engine, it is important for us to determine the silicon content - its amount is proportional to the mileage and indicates the quality of the incoming air filtration. In addition, there is a standard for the fuel content in the oil: it should be no more than 1.5% - if more, there are any problems with mixture formation and (or) the cylinder-piston group.

Classification of basic foundations
For a long time, oils for machines and mechanisms were mineral, or even a mixture with vegetable oils. For example, the oldest trademark Castrol, as you know, is an acronym derived from "Castor oil" - castor oil: the manufacturer added vegetable oil to the base mineral base, thereby obtaining a hybrid of the properties of both. The main disadvantages of such oils are rapid oxidation and aging, susceptibility to waste, too high viscosity at low temperatures or too low at high operating temperatures. Such oils could hardly be called "all-weather". The mileage between replacements, moreover, was only about 2-5 thousand kilometers. The reason for these properties is the origin of the lubricant. As a result of the separation of light fractions from oil, a kind of cocktail of molecules is formed. different types and lengths. Mineral oil is a heterogeneous, "uncombed" oil in terms of molecular composition. To stabilize the properties, over time, various additives were added to it in the amount of up to 20-30%, but a satisfactory result with such a base still could not be achieved.

The solution was the appearance synthetic oils(most often - PAO) - products of a targeted synthesis of molecules with desired properties, most often obtained from decene - a hydrocarbon feedstock resembling liquefied gas. This base oil has a high (more than 120) viscosity index (pour point of about -50 and below), good resistance to oxidation, practically does not contain sulfur, and has low volatility. This is where the merits end. Such raw materials also have disadvantages: poor lubricating properties, comparative aggressiveness to rubber seals, high resistance to high-temperature deposits, which becomes important, for example, when oil enters the combustion chamber.

At the moment, the following classification of the base oil bases proposed by the American Petroleum Institute is valid:

Group 1 - high sulfur mineral oils with a low viscosity index.
Group 2 - low sulfur mineral oils with a low viscosity index.
Group 4 - purely synthetic base oils of the polyalphaolefin (PAO) group.

Where did the third group go?

An alternative to the 4th group considered above is the technology of hydrotreating base mineral oils, so-called "hydrocracking". Without going into unnecessary details, the process is a kind of breaking molecules of different lengths to give the product uniformity and the required properties. In terms of basic properties (viscosity stability), such products approached, or even surpassed, PAO, forming the third group - hydrocracking oils. The low relative cost of this technology is also extremely important - it is profitable to produce such oils. This technology gained popularity no more than 10 years ago.

So, group 3 - hydrocracking products.

All other types of base oils that are not included in these groups are located in group number 5. The most famous representatives of this group are the so-called. "esters" - esters - products of the interaction of alcohols and acids. Such base oils are characterized by polar properties - adhesion (stick) to metals, which allows oil manufacturers to claim a longer resource and better protection for polyester-based oils. In terms of their properties, esters are superior to competitors - they are stable, have excellent lubricity, are environmentally friendly, etc. Main disadvantage- price. Mainly used by small manufacturers in the premium segment. Large oil refineries are more focused on hydrocracking products - the basis for it is the oil they produce.

Tolerances and approvals
There are a number of organizations that put forward requirements for lubricants, incl. and motor oils. The American Petroleum Institute - API, the European Automobile Manufacturers Association - ACEA, the International Lubricant Standardization and Approval Committee - ILSAC and others ... All these organizations define and approve the requirements for lubricants. If you look in detail - the requirements are almost the same. On their basis, leading car manufacturers, in turn, develop their own requirements for motor oils, often simply duplicating the standards of world organizations. It would be convenient and clear to consider these requirements using the example of tolerances from BMW, which appeared in 98.

BMW Special oil- oil included in the list of oils generally recommended for older generation BMW engines - in other words, almost any oil. De facto - understudy of ACEA A3 / B3.

LongLife`98- the first "ecological" oil - the requirement for an extended oil change interval is included - all-weather oil with stable characteristics over time. Another backup ACEA A3 / B3. On closer examination - "ordinary oil".

Long Life`01- the same, with improved characteristics. According to some sources, the presence of PAO components is mandatory.

LongLife`01FE- the same, with low high temperature viscosity for fuel economy (eg 0W30).

LongLife`04- oil based on the ACEA "C3" standard - C - "catalyst" - catalyst. Oil with a reduced content of sulphated ash, phosphorus, sulfur. so-called. group of MidSAPS and LowSAPS oils.

That is, the evolution of oils is aimed at clear environmental requirements: we change the oil as rarely as possible, use the oil as thin as possible (fuel savings), and now we also use oils with a low content of active elements of the additive package - LL-04, so as not to harm the catalyst.

In one combination or another, a completely similar situation can be traced in other manufacturers.

Low-viscosity oil with a package of detergents truncated by a third is another gift for the motor. However, the inevitable limitation of the washing ability of the oil does not pose a threat in "ideal" operating conditions without the influence of aggressive factors - for example, plugs, which major cities enough. Similarly, the presence of a full-fledged additive package does not pose a danger to the catalyst if the engine is in good condition and the oil is based on a high-quality base - the oil does not burn and does not penetrate into the combustion chamber at all. At the same time, if the oil for any reason gets into the catalyst, no MidSAPS and LowSAPS tolerances will save the catalyst. If you are destined to choke, then it does not matter at all whether you do it with tap water or distilled water.

The catalyst will poison the very difficult to decompose base oil, and not at all the miserable extra% of sulfate ash.

Tolerance Longlife`0(and by and large - all oils with a tolerance of "ACEA C3" and above) are not recommended by BMW for use outside the European Community. For some reason, it is believed that the package will finish off the "high sulfur content" of our fuel, while the low alkaline properties of the low-ash package are finished off by at least a simple idle time in traffic jams - accelerated oil oxidation, which high-temperature BMW engines cope with just fine, but high content there has been no sulfur in the fuel for 10 years.

A curious situation - a whole class of "catalystophilic" oils has been created, in which there is a struggle for miserable percentages of sulfate ash content, which at once reduces the washing properties by about 30% and certainly does not extend the life of the oil, at the same time, in a serviceable engine, the oil in the catalytic converter just doesn't work. And if it does, it is due to a malfunction of the piston rings, or leakage of valve seals, which, of course, causes not an additive package, but an aggressive and prone to coking, under high temperature, oil base. And if it hits - no environmental packages will save the catalyst - the manufacturers put as much as 0.7 liters per 1000 km for the new engine, this is the "norm" for a lawn mower, in which oil is specially filled into the gas tank in a ratio of 50: 1 to 25: 1, not for a modern engine.

The manufacturer would have to fight "for the base", which would benefit both the motor and the environment. And the struggle goes on - with additives and with additives ...

In other words, you are offered to drink tea from the water collected in the local swamp. When you wince, it's in your best interest to replace the sugar with a harmless sweetener. And this sweetener is not so bad... But will you stop wincing?

I propose to realize the following set of statements and paradoxes:

1. Oil consumption in a serviceable engine is zero. The flame front in a hemispherical combustion chamber with a centrally located candle, characteristic of almost any modern car, practically does not affect the area in the area of ​​​​the cylinder mirror, which, combined with the high resistance of the film of modern synthetic oils, guarantees near zero oil consumption over the entire service interval of 10-15 thousand kilometers. Please note that on an engine that actively consumes oil, the oil is perfectly in the liquid phase on the piston crown, valve plates and the surface of the combustion chamber - it lies and does not burn out. A couple of examples from practice:

2. The norm of 0.7 liters per 1000 km and even more (!), established by almost any manufacturer, legally protects it from angry consumers, but does not protect the catalyst from failure when using even the most ashless additive packages. Several months of operation of a car with a similar consumption of oil and catalyst NO. Even if it has not clogged up to the creation of high back pressure, it no longer performs its functions normally - the exhaust smells. The rate of 0.7 liters per 1000 km implies that for 10,000 km 7 liters (!) of oil are pumped through the catalyst, with the total area of ​​the active catalyst layer being tens of square centimeters. In practice, the catalyst has enough mileage of about 40-60 thousand km.

3. LL-04 oils (any oils with an ACEA C and higher approval) should not be used simply because a 30% reduction in the calcium-magnesium package by the same amount reduced the reserve for detergent and dispersant properties. These oils have no actual benefits for the consumer. Only disadvantages. Environmentalists forced manufacturers to reinvent the wheel, but banned the use of wheels. If the oil still reaches the catalyst, nothing will save. It has nothing to do with the high sulfur content in the fuel - the low reserve of alkalinity - TBN - is lower in absolute terms. IN best case, such oil will not harm. It is very strange that someone purposefully (and not out of ignorance) acquires just such oils, given the fact that they are banned in Russia.

4. Other "low-ash" tolerances from manufacturers such as Mercedes, VAG, etc. have a similar effect and influence regardless of the prohibition or permission of their use - at best, such oils are simply harmless.

5. The specific package of additives purchased from their manufacturer by the oil manufacturer has a whole fan of various tolerances - in fact, it is universal for many different engines. There are only four major manufacturers of additives, but there are much more tolerances. Having bought a specific package (for example, low-ash), the manufacturer automatically adds a whole package of permits to the canister. To the vanity of the car owner, who sincerely believes that his engine is made of special steel, sealed with special rubber and, therefore, requires special oil, I feel that now a particularly cynical blow has been dealt.

I will leave the reader writhing in pain, noting in passing that in the era of "non-environmentally friendly" motors, tolerances were few, and the runs before overhaul were much longer. Such they are now for old-style motors. But the German engines of the new generation with runs of more than 200-250 thousand kilometers in absolutely good condition, I can list on my fingers. I can show much more engines with serious problems already at a mileage of 60-80 tkm. Oil was poured into them with all the required and possible tolerances.

Next, we will consider commercial samples of oil purchased by us in a retail network. Laboratory component analysis does not allow you to determine anything more than the above parameters. He is nothing directly It does not speak about the resource, quality, cost and coolness of the oil in any other terminological categories. Just as the chemical composition of a salad does not say anything about its taste: in different restaurants the same dish is prepared from products identical in chemical composition, but the taste can be completely different, all other things being equal. Unambiguously determining the qualitative and quantitative composition of the additive package, it, however, does not allow us to unequivocally state the consequences of using this or that oil specifically in your engine. The advantages expected and assumed with a high degree of probability, in the conditions of a particular motor, may be imperceptible, or insignificant due to the specifics of its constructive device. Relatively speaking, the build quality of the motor can be so low that mechanical wear will overtake it anyway - oil will not save it. Or the operating conditions of the oil are so favorable (no plugs) that all oils will perform equally and equally well.

For example, since the late 90s, motors from German manufacturers have been widely equipped with so-called. controlled thermostats - thermostats with a controlled heating coil, which set an increased temperature regime under the condition of small and partial loads on the engine ( idling, cork). In a traffic jam, the temperature of such an engine rises to 108-111 degrees and higher (depending on the temperature external environment and the current state of the cooling system), which provides an oil temperature in the crankcase of 120-125 degrees or more. Such conditions are disproportionately more difficult for engine oil than are provided in most civilian engines of Asian manufacturers (oil temperature is about 80-85 degrees). The oil in a "hot" engine oxidizes faster, ages, and loses the properties of the additive package. Different oils may have no effect on the resource of the latter type of engines, at the same time, the same oil can be fatal for engines of different types.

But, attention, this will not be related to the package of additives used, manufacturer's tolerances and other things - as will be seen in the future, the microelement composition of additives is often the same, purchased from the same manufacturer and does not affect the emergency situation (it is not related to wear ).

So, several dozen samples of oils and oil waste were sent to the laboratory ...

Where they passed a cycle of comprehensive tests ...

Let's start the review with samples of fresh oil, which is called "from the canister" ...

Attention: to determine the alkalinity not ASTM-D2896 is used, but closer to our GOST - ASTM D4739, which gives about 15% underestimation of the base number. Consequently, the TBN indicators are somewhat underestimated relative to the passport ones.

A fairly common oil among the usual "fully synthetic" line from this manufacturer. The "8100" series contains the only sample of the "non-low-ash" approval of BMW LL-01 and this is X-CESS - the rest of the oils are completely low-ash. The oil has already been updated several times, apparently changing not only the manufacturer's approvals along with the additive package, but also, possibly, the base itself. IN this sample, the washing package consists almost only of calcium alone, while the anti-wear package is represented by zinc and phosphorus, which is somewhat truncated in mass. There is a lot of sulfur in the oil - 0.35%. 8.71% of the sample boiled away. Alkaline properties are high - 8.48. Basic foundation- from 25 to 50% hydrotreated oils.

MOTUL X-CLEAN is a representative of the "environmental" class of MidSAPS oils. The washing package has been noticeably reduced - calcium is less than 2000 mg / kg, which, of course, affected the alkaline number - only 6. Sulfur - 0.21%. 9.43% of the original mass boiled away. The base base is from 50 to 100% hydrotreated oils.

Representative of the class of "specifics" - oil for a specific manufacturer. In this case, BMW. The additive package is identical to the above oil within the error of the measuring complex. Base 50-100% hydrotreated oils.

If you noticed a noticeable decrease in engine noise after pouring this oil, and in response you were told something like “yes, it seems to you”, or “yes, it’s just new”, feel free to point out to your opponent the molybdenum content - it is about 800 mg / kg. It is noteworthy that among several alternative analyzes that can be found on the net, changes in the detergent-dispersant package are noticeable. In the presented sample, only the calcium package is visible - about 2800 mg / kg, while calcium-magnesium combinations are also found in the network. In addition, a similar package was noticed in the 300V oil mining we studied, filled in about six months ago. So, the key difference between the additive package of oils in this series is content of friction modifier based on molybdenum and this is clearly not molybdenite - the oil is transparent and retains its natural amber color. The base base is from 25 to 50% hydrotreated oils. The additive package (as well as the base) is very similar to X-cess, with the exception of molybdenum, but note that the viscosity index is noticeably higher here, which means there are probably more oils of groups 4 and 5. However, that is exactly what is promised. For what, as they say, the money is paid - the price tag of this oil is almost twice as high as usual. By the way, there are no restrictions on mileage before replacement, as well as the dangers of "paving" "purely ester" oils, requirements "drain after each race" and other nonsense, regarding 300V no and never has been - the base of the oil is completely traditional, albeit alloyed with expensive components. About 9% boiled away (I remind you about the viscosity index), the alkaline number is 8.47. The sulfur content, by the way, is quite moderate for oil "without tolerances and restrictions" - 0.32% - compare with X-cess, in which, obviously, there is more relationship with "oil" ...

Representative of a well-known brand in Germany. It is in demand in the distribution network as oil with the call sign "oil for Mercedes AMG". The plant has long been directly related to British Petroleum - in fact, now it is just one of the giant's trademarks. The canister contains a combined calcium-magnesium package of detergent additives. An anti-wear package is standard for the test. The base number is moderate, but almost 11% of the sample has boiled away. A typical representative of oils based on oil hydrotreating.

Oil from the French for the "French": almost all Renault, Citroen, Peugeot officials offer oils from this manufacturer for use. Total 5W40 on the Russian-language website is declared "synthetic" oil, while the more low-viscosity 0W30 is already called "100% synthetic". It is not surprising that we have before us almost the twin brother of the above ARAL - hydrocracking with a boiling point close to 11%. Well, except that the sulfur content is indicatively low for non-MidSAPS oils.

Curious low-ash "Korean" MidSAPS, with a motley package of additives. It's funny that in a small amount, even molybdenum is present in the oil. Minor boron content, most likely in the anti-wear package. The oil is pronouncedly liquid - 0W30, as can be seen from the absolute viscosity indicators. Alkalinity and sulfur content are typical for MidSAPS. 11.2% boiled away. The basis is only hydrotreated products.

What you need to know when choosing oil for BMW engines? Which oil is suitable for a particular engine? It is these two questions that most concern BMW owners who have not decided on the choice of oil when its scheduled replacement is approaching. First of all, it should be remembered that engine oils for BMW are divided into certified(admitted) and special(Special Oil). Moreover, according to the specifications of the automaker, for gasoline modifications of the BMW 1,3,4,5,6,7 series, it is allowed to use only those engine oils that have passed special tests and have been officially approved by BMW. For diesel versions of the same models, the use of universal motor oils is allowed, provided that they comply with the requirements of the documentation for each car model (according to ACEA classification). For BMW approved engine oil, the appropriate approval must be indicated on the packaging. Its absence indicates the absence of BMW certification, therefore its use is not recommended.

Oils certified by BMW received the name longlife. These oils meet ACEA:A3/B3 specification standards and have been tested by BMW for their ability to provide extended service intervals (OilService). The use of these oils is allowed both in summer and in winter.

Since 2001, BMW began to produce engines of a new generation, which entailed tougher requirements for oil properties. As a result, oils with a long service life were divided into four categories:

   1. Longlife-01- oils that meet the full list of BMW requirements for technical fluids and are recommended for use in N62 / N42 engines. In addition, these oils are recommended for use in older BMW engines (manufactured before February 2000), except for S62 (e39), CNG, M43.

   2. Longlife-01FE (Fuel Economy)- oils with the same standards as Longlife-01, but with a lower viscosity, resulting in reduced fuel consumption. The use of these oils is allowed only in those engines, the design features of which allow the use of oil with a low viscosity.

   3. Longlife-98(original name - Longlife) - oils that meet the standards with an extended maintenance interval (OilService), introduced in 1998. The use of these oils is recommended for BMW engines equipped with forced ignition (except for S54, N42, and S62 (e39) produced before February 2000).

   4. Longlife-04- this tolerance has been introduced for engine oils that have passed a hollow test cycle at BMW. Oils with this approval can be used in modern BMW engines and are not recommended for cars manufactured before 2004.

Category special oils (Special Oil) as well as certified, it complies with ACEA: A3 / B3 specification standards and is an earlier version of BMW Longlife category oils. The use of special oils is recommended for older BMW models with a change interval of up to 15,000 kilometers (according to the OilService regulations). Special oils are multigrade. The exception is oils with a viscosity grade SAE 10W-X - its use is allowed at an ambient temperature of at least 20 ° C.

It should be remembered that for BMW engines it is recommended to use only engine oils that meet the above recommendations. The presence in the name of oils of such formulations as “fully synthetic (light-flowing) motor oil”, etc., is not evidence of the possibility of their use in BMW engines and can only be considered as a general name. The decisive factor in determining the suitability of the oil can only be an indication of the approval from BMW.

In conclusion, a few words about oils for new cars and engines after a major overhaul. And if hardly anyone will produce self-replacement oils outside the official service in new cars, then for BMW owners with engines after the “capital” it does not hurt to know that so-called “break-in” oils are not used in BMW engines. Therefore, when changing oil in engines after a major overhaul (as well as for new engines), it is recommended to use only the above-mentioned certified oils.