Many motorists are wondering how to choose the right oil for BMW. Therefore, it is necessary to analyze this problem in more detail. Note that motor fluids for various BMW models should be conditionally divided into special motor oils and certified ones, that is, with approval.
If we are talking about the performance specifications of the oil, then for the BMW 1-7 series, lubricants are applicable that have passed laboratory tests for quality and strength, and have also received official confirmation from a German company.
As for cars with diesel engines, the use of universal motor oils is allowed here if they fully comply with the operating instructions for a particular vehicle model.
Any BMW oil must have a special approval. If there is none, this means that the German auto manufacturer has not confirmed the quality certification and it is better not to use such a liquid. Certified motor oils from BMW have the special name Longlife.
They fully comply with international ACEA specifications B3 / A3, passed special tests, as a result of which the car increased its working life before performing maintenance, Oil Service. Recommended in summer and winter, depending on the choice of viscosity.
Oils for BMW
Starting in 2001, the BMW concern began to produce modernized units that correspond to new trends in the use of motor oils. Thus, special oils were developed, divided into four groups, depending on the service life and car model:
long life 01
This group of motor oils is fully consistent technical specifications and requirements of BMW cars. Recommended for use in N42 and N62 internal combustion engines, i.e. 3 series and e59 vehicles. Also recommended for pouring into old e39 and m43 engines.
Longlife 01FE
These are almost complete analogues of Longlife01, however, they are characterized by a lower degree of viscosity, due to which they provide low fuel consumption. In addition, this group is valid only for vehicles with engines that accept a low level of viscosity.
long life 98
These are engine fluids that fully meet international standards for increased vehicle operation until maintenance. They were introduced in 1998 and are therefore recommended for ICEs with positive ignition systems such as the e39 made before 2000.
long life 04
These motor oils have passed the entire cycle of BMW laboratory tests. Recommended for use in updated car models. It is undesirable to use them in older versions made before 2004.
As well as certified, special additives fully comply with accepted ACEA B3 / A3 quality standards. Longlife 04 is the earlier version of all. Special Oils are recommended for use on older versions of cars with replacement intervals up to 15,000 km.
Engine oils for BMW X5
Released in 1999, the X5 models became the inspiration for the much-loved high-end luxury SUVs. The first versions of cars with the E53 body had a number of technological advantages previously used in prestigious jeeps. Land Rover belonging to the BMW concern.
The second modifications of cars with the E70 body were released in 2007, and the third generation in the 2013 F15. The main production is located in the USA, and since 2009 some models have been assembled in the Kaliningrad region.
X5 work on diesel and gasoline engines of 3 and 4.8 liters with two working axles. Cars in the F15 body are equipped with 2 liter engines diesel based. Depending on the model of the car, it is necessary to select one or another car oil. If we are talking about a highly effective and alternative option for Longlife, then Total Quartz 9000 should be used.
Total Quartz 9000
This is a high performance oil, one of the best for BMW X5 powertrains. Can be poured into both petrol and diesel internal combustion engines released in 2003.
Fully complies with international Longlife01 certifications and ACEA B4/A3 requirements. Effectively protects the engine from premature wear under any operating conditions of the vehicle.
The high level of fluidity of the oil allows it to be used regardless of the season, especially in cold weather. In addition, it qualitatively cleans the engine of various deposits and prevents the formation of new deposits.
Total Quartz greases are suitable for maximum drain intervals where recommended by the BMW manufacturer.
Some BMW oils are multigrade. Exceptions include formulations with an SAE 10wx viscosity grade. Their use is allowed for BMW cars with temperature conditions not lower than 20°C.
Do not forget that in most cars it is recommended to fill in lubricants that meet Longlife factory specifications. Even if the oil is synthetic and has little fluidity, this does not mean that it is applicable to BMW.
The exclusive factor for the use of a particular lubricant is the manufacturer's approval.
Oil for BMW E60
In 2007, German manufacturers decided to make some changes to the exterior of the BMW E60. Thus, the interior design has changed, the shape of the bumper has been improved optics. After the update, the car was no longer upgraded, and the plant began production of new versions in the F10 body.
In a technical context, the 5th generation of BMW was practically no different, since the main components and parts were used from old trim levels.
The vehicles were installed diesel engines with volumes from 2 to 3 liters, giving out power up to 286 hp. Gasoline engines with volumes from 2 to 5 liters have a power of 170 to 507 hp.
The models were very sensitive, so the manufacturers recommended the use of synthetic oils with different viscosity levels.
Main characteristics and types of oils for the 5th generation
- synthetic base;
- viscosity level 5w30, 5w40;
- consumption - up to 4.25 l;
- consumption - up to 700 ml / 1000 km.
- replacement interval - upon reaching 10,000 km.
Engine M54 2.2:
- synthetics from the manufacturer;
- viscosity level 5w40, 5w30;
- filling volume - 6.5 l;
- consumption - up to 1 liter per 1000 km;
- replacement interval - up to 10,000 km.
Power unit N52 B25:
- original factory oil on a synthetic basis;
- oil consumption 1 liter per 1000 km;
- viscosity class 5w30, 5w40;
- replacement interval - 10,000 km.
Rating of car oils for BMW
Motul 8100
One of the most popular synthetic oils for BMW cars is Motul 8100. This line is effectively used for many versions of vehicles.
Liqui Moly 5w40
The German synthetic-based Liquid Moli oil with a viscosity grade of 5w40 is perfectly operated on BMW power units. This is one of the most expensive motor fluids containing molybdenum and detergent-dispersant additives. Its use can reduce wear by up to 50%.
Mobil 1
Mobil 1 motor lubricant is also very popular with owners. German cars. New low-viscosity formulations with a viscosity grade of 0w40 have proven themselves in the European territory with heavy road conditions.
In addition, the oil protects the engine from the transformation of coarse particles and further damage. Periodic replacement ensures long and trouble-free operation of the BMW.
If you do not use the above recommendations for changing the oil on BMW cars, then the owners can reduce the operating potential of the power unit. Since the illiterate use of a lubricant can lead to rapid wear and deformation of the system.
Therefore, when choosing a lubricant, pay special attention to factory recommendations and specifications.
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 in." We modestly remain them to this day, but now an extensive research work has been added to this, supplementing the base of several hundred thoroughly studied BMW, Mercedes, Audi engines (high-resolution video endoscopy, 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 the operating temperature of a warm engine. 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 at low temperatures are determined - this is important for the very ability to start 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 effect of this parameter on performance characteristics 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, for example, low rpm engine, 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 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 like 0W30 or even 0W20 are designed to reduce internal losses (fuel savings) and to conventional engine can only be recommended for a theoretical improvement in fuel economy (about 2% over the test cycle), as well as to achieve a slight improvement in power performance under 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 design features motor - 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 pronouncedly 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 the modern methods characterizing the quality of the fractional composition 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 of 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 from 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 emergence of 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 discussed above has become the technology of hydrotreating base mineral oils, the 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, traffic jams, which are enough in large cities. 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. At best, such oil will not cause 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 German motors a 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 (idle, plug). In a traffic jam, the temperature of such an engine rises to 108-111 degrees and higher (depending on the ambient temperature and the current state of the cooling system), which ensures the oil temperature in the crankcase is 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 exclusively of calcium, 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. The base base is 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.
Red Line products have been close to BMW lovers for a long time. Considering that the homeland of the Red Line is Northern California, the region with the maximum concentration of cars of this brand outside of Germany, the popularity is understandable. What has led to close cooperation for 35 years now is the ability of Red Line products to unlock the potential of both new and old BMWs.
Red Line has successful partnerships with many BMW workshops in the United States such as Bavarian Autosport, Bimmerworld, BMP, Dinan, and Turner Motorsports. The list goes on.
Our relationship with such experts allows us to receive product recommendations based on the needs of the car owners themselves and the feedback of mechanics (specialists). The notes we receive should act as general review. First, we go to the specification of the lubricants of the plant, determine the benefits of Red Line products, and then we make an analysis.
Red line engine oil
In recent years, a lot of controversy has developed on the topic of BMW and motor oils,
considering unprecedented drain intervals BMW oils and Castrol relationships at the dealer level. We show respect for BMW and many at Red Line are fans of the brand, but the photos in this article support consumer concerns.
For example, Red Line recommends its 10W40 engine oil for engines up to 1998 and 5W30 for engines from 1999 onwards. As for M-versions, track cars and the like, many choose Red Line engine oils for their stability at high temperatures, because by increasing the viscosity of the oil we lose performance and fuel economy.
Most E36s and E46s run great at recommended 5W30s - even in the worst aftermarket scenarios. The need for 10W60 motor oil in M-series vehicles is questionable to many (including Red Line as we see customer engines run as lightly as 5W30 in E46 M3s, no problem), but we now offer this product for sale in North America (We have been selling this product in Asia for many years). Our friends like Bavarian Autosport strongly recommend that people who buy Red Line from them use a low viscosity suitable for seasonal conditions. We do not mind.
Tuning shops like BimmerWorld have switched to Red Line products for their customers and their racing cars. Owner and racer James Clay gave us serious concerns about oil deposit problems on cars that have been serviced according to dealer-specified oil change intervals and used dealer-supplied oils.
Here are photos of a typical M54 engine, standard on non-M E46 and E39 vehicles from 1999 to 2005. James Clay discovered that the shear stability and detergency of Red Line engine oils helped with problems like this. Bavarian Autosport expert Gordon Arnold adds that this nasty residue can cause piston ring fouling, drainage problems, wear and blockage of crankcase breather and oil separator hoses, and even VANOS problems.
Speaking of VANOS, the folks at BimmerWorld have done engine oil testing with their SCCA World Challenge cars - they report that changing the weight of the oil didn't affect the valve control system. They do not see temporary changes at different viscosities. As for the engine oil change interval, Bavarian Autosport recommends changing every 10,000 km. Mostly due to contamination of oils, rather than their destruction. And we are ready to agree with them, although we know that our customers drive much more from replacement to replacement in their BMWs.
Gear oils
As with motor oil, extended drain intervals (or lack of change recommendations) in automatic transmissions BMWs are a major problem for many professionals and technicians in the field. Many of our customers have found improvement in anti-wear performance and performance by changing their BMW oil to Red Line D4 ATF. Red Line is known for producing products with a fairly narrow applicability, but the D4 ATF satisfies the requirements of the most modern BMWs. This applies to most automatic and mechanical boxes gears. Many stores stock these products in 5 gallon pails to distribute as an upgrade to their customers.
An oil change every 50,000 miles sounds good. Otherwise, you may find sediment found by our expert Gordon in the oil pan of his BMW 5 Series. Enough said.
About mechanical transmissions There are a lot of topics open, but the feedback is overwhelming that our oils help to improve performance and cold resistance due to stable viscosity, balanced friction (synchronizers can decelerate quite smoothly), and excellent anti-wear additives.
Famous technical expert BMW Mike Miller confidently recommends MTL for all manual transmissions BMW gear. Despite this, Red Line adheres to the baseline, closer to the factory recommendations. In early boxes, before 1983, our oil is used - 70W80 GL-4.
With models from 1986 to 1992, it's a little more complicated. This is due to the fact that these cars were equipped with three different gearboxes. To determine the box type, check the information plate located on the bell housing on the passenger side. Box with green nameplate and 17mm hex stopper works on MT-90. The one with a red label and a 17mm plug works on D4 ATF, and if there is no plate on the box at all and a 15mm drain plug, then MTL is needed.
Wow, don't get confused! For the most part, these boxes are filled with less than 2 quarts of oil. Typical exceptions are pre-2000 8-series cars (just under 2.5 quarts) and the 7-speed on the M5 from 2005, which needs just under three quarts of oil.
Oils for differentials
If it’s not easy with recommendations for engine oils and gearbox oils, then comparing Red Line GL-5 gear oils and BMW factory oils is quite simple. Therefore, in most cases, our 75W90 is used.
it transmission oil contains extreme pressure additives needed to protect gear rings as well as sliding friction modifiers to help LSD function properly and avoid vibration. Differentials equipped with multi-disc LSDs (since 1992) use our 75W140 oil, which comes with a friction modifier already included.
Other Redline Fluids
For many years, our SI-1 Complete Fuel System Cleaner has been a favorite of BMW dealerships and independent technicians for the constant maintenance of fuel injectors, combustion chambers and other related areas prone to fouling. One bottle every few months is effective and also helps problem cars pass emission tests, as our customers report.
WaterWetter is also a useful tool for monitoring BMW engine temperatures as this product is fully compatible with glycol antifreeze. Remember that you only need one bottle, as more is not necessarily better.
Summary
We hope this article will help you quickly figure out which Red Line products are recommended for your BMW. At the very end of the article, we provide a list of our recommendations to simplify everything that we talked about here.
: 75W90
2002 with LSD: 75W140
Fluid Compliance
Manual Transmission:
MTF-LT-1 and MTF-LT-2 => D4ATF & MTL
MTF-LT-3 => D6ATF
Automatic transmission:
Esso LT71141, Shell LA2634 and M-1375.4, Texaco ETL7045 and ETL8072B => D4ATF
Differential:
SAF-XO & SAFX-LS => 75W90
SAF-XJ => 75W140
According to the instructions for maintenance of BMW E39, an oil change must be carried out either once a year or after a run of 15 thousand kilometers for gasoline engines and every 10 thousand for a diesel engine. Such recommendations are valid there, abroad. There is a small note in the manual: if the car is operated in difficult conditions, then the engine oil must be changed twice as often. That is, for gasoline power units every 7-8 thousand, and for diesel - every 5000. When driving on our fuel and on our roads, we can say with confidence that a car in the post-Soviet expanses is operated in difficult road conditions. So, when it is necessary to change the oil in the BMW E39 engine, we figured it out, now we will try to understand what and where to fill in.
What oil to fill in E39?
As you know, motor oils are mainly classified by base and viscosity. It can be divided by the type of base: mineral and synthetic. There are semi synthetic oils. Viscosity is regulated by various additives and chemical additives. If you rummage through the Internet and read posts on various forums, then you will get a complete mess in your head. Some advise only synthetic, others semi-synthetics, others insist only on mineral oil, especially if the car has more than 100 thousand mileage. And the discussions and recommendations of various manufacturers in general can lead to a dead end the whole thought process.
Let's figure it out. mineral oils for engines bmw is better do not use. After all, the task of the oil is not only to lubricate the parts of the power unit, but also to cool, prevent corrosion, and remove wear products. "Mineralka" quickly loses its characteristics, therefore it is not able to protect the motor as much as possible and ensure it normal work. Mineral-based oils are cheaper, and this is the main argument of many car owners. But if you want your car to serve for a long time and properly, fill in synthetic and semi-synthetic oils. The presence of special additives in them will extend the life of the motor.
To make it easier to make a choice, below is a table of viscosity of motor oils from the pages of the BMW instruction manual. The main criterion for choosing will be the climate in which the car is operated.
The main criterion for choosing oil is the climate in which the car is operated.
It is logical to fill the engine with the oil recommended by the car manufacturer. But such recommendations are not always specific. The main thing is that the oil meets the ACEA class: A3 / B3 (CCMC-G5 / PD2) or API SJ / CD. There are a lot of manufacturers on this list. It is called Special oils and is updated every year. These are engine oils recommended by BMW AG. After examining the list, we can conclude that oil from well-known brands is suitable for the BMW E39. It is important that the oil was produced at the manufacturer, and not spilled in the basement of a neighboring house. Buy oil only from trusted dealers of official brands.
The main thing is that the oil meets the ACEA class: A3 / B3 (CCMC-G5 / PD2) or API SJ / CD
If you don't trust anyone, you can order original oil from BMW. Its original code is 83 21 9 407 782. This is the code for a liter canister. For complete replacement engine oil needs 6.5–7.5 liters. (depending on the engine).
Do-it-yourself engine oil change in E39
To change the engine oil, you will need the following tools and materials:
- Rags to clean up spilled oil.
- Low capacity for used oil, volume about 8 liters.
- A set of ring or socket wrenches.
- Narrow slotted screwdriver.
- Phillips screwdriver.
- Sharpened knife.
- Set oil filter: filter element, gland-ring under the housing cover, copper washer for sealing drain plug. original number: 11 42 7 512 300.
Oil filter kit
The kit does not include 2 oil filter housing cover rod seals. It is advisable to order them separately and replace them. Part number 11 42 1 744 001.
- Engine oil approved by BMW LL-98 or LL-01, such as Valvoline Syn Power SAE 5W-50 or Valvoline Top Gard SAE 10W-40.
You can use a filter from another manufacturer. For example, the cross-code of the filter for BMW E39 according to the MANN-FILTER catalog: HU 925/4X.
The procedure for performing work on changing the oil
It is better to change the oil in a pit or overpass. The oil filter is located in a special housing between the radiator and the engine. The motor should not be cold, however, when using synthetic oils, this requirement is not important. "Synthetics" retains good fluidity even at +10 degrees Celsius.
The oil filter is located in a special housing between the radiator and the engine.
- We unscrew the cover of the filter housing using the socket head. Remove it and disconnect the filter element from it.
- We remove the old seals from the cover rod by cutting them off with a knife.
- We install new o-rings, after lubricating the rod with new oil.
- Wipe the oil filter housing with a prepared rag.
- We install a new filter element in the housing.
- We fasten the cover, carefully tighten it with a wrench.
- Open the neck on the engine to fill the oil.
- If protection is set engine compartment from below, then open the mudguard with a Phillips screwdriver. We discard it.
- Loosen the drain plug on the engine block.
Loosen the drain plug on the engine block
- We substitute the prepared container and unscrew the cork completely. Drain the used oil.
- We replace the sealing washer on the plug and screw it back into the engine block. Tighten with a key.
- Pour about six liters of new engine oil through the oil filler neck. We close the neck.
- We measure the oil level with a dipstick. It should be at the MAX mark or even slightly higher.
- We start the engine and observe the emergency oil pressure indicator. It should light up and go out after a few seconds. If the indicator does not go out, then turn off the engine and start it again after 10-15 seconds. The indicator should turn off. After letting the engine run for a few minutes, turn it off.
- After 15-20 minutes, check the oil level. If necessary, add it to the maximum mark.
Oil change video
- The manufacturer does not recommend flushing the engine when changing the oil. If you use high-quality motor oil, then flushing the motor is not necessary. It is recommended to use flushing only when switching from mineral water to semi-synthetic or synthetic oils.
- Do not change the brand of engine oil or add oil from another brand. Different manufacturers use different additives that can "quarrel". As a result, you can fly into a large sum when repairing the power unit.
In this article, we will choose optimal oil for BMW cars with mileage from 250 thousand km. Find out why you need to fill exactly good quality product to this vehicle.
What oil does Liqui Moly recommend for high mileage BMWs?
BMW creates some of the most durable and reliable cars, which for many decades has been the most sought after. For this reason, the owner must know what kind of oil to fill in the engine.
Take for example a BMW with a mileage of 250,000 km.
For such a car, you need a special oil that meets all the requirements of the BMW concern. The right oil will greatly enrich and renew your engine. The oil change must be carried out on time, and the correct engine oil must be used.
Be sure to use the car before buying oil, and you will never go wrong in choosing the right product for your car engine.
You have probably heard that oils from popular brands are supposedly marketing ploys. Anyone who believes this is unlikely to know how important it is to use the right oil. AT BMW engines, which are complex independent systems, the use of synthetic oil ensures trouble-free operation, and significantly reduces the friction of engine parts, especially in cold weather.
Let's take a look together which oil is universally suitable for cars with high mileage.
Why Liqui Moly for my BMW?
- All products are made only in Germany.
- high quality.
- the best brand in Europe for the 5th year in a row.
- The best mineral base for oils.
The manufacturing company did not spend a single euro on marketing, all funds were invested exclusively in the composition of the oil. Some oil manufacturers use certain additives (additives), so Liqui Moly meets many BMW requirements. It is very important to check such an indicator as viscosity and make sure that it is suitable.
Some people think that fully synthetic oil is no better than standard oil, they are sure that this is just a marketing ploy. The reality is that synthetic oils perform at their best, even under extreme conditions, resulting in better fuel economy. This is especially noticeable at temperatures below zero, when the engine, in very rare cases, fails to start.
Synthetic oil has a feature: it starts to work in the cold more efficiently than under normal conditions. Engine oil is the most important aspect of maintaining a vehicle in good condition. Oil change on time and with use correct oil can add many years and hundreds of thousands of miles to your car. BMW recommends LiquiMoly "Full Synthetics" for their vehicles and it seems they are best listened to.