Especificações de Óleo por Motor

[Artur]

The ACEA 2010 European Oil Sequences for Service-fill Oils comprise 3 sets (classes) of sequences: one for Gasoline and Light Duty Diesel engines; one specifically for Gasoline and Light Duty Diesel engines with after treatment devices and one for Heavy Duty Diesel engines. Within each of these sets there are categories which reflect different performance requirements - four (A1/B1, A3/B3, A3/B4 & A5/B5) for gasoline and light duty diesel engines; four (C1, C2, C3, C4) specifically for engines with after treatment devices, and four (E4, E6, E7, E9) for heavy duty diesel engines. Typical applications for each sequence are described below for guidance only. Specific applications of each sequence are the responsibility of individual engine manufacturers for their own vehicles / engines.
The sequences define the minimum quality level of a product for self-certification to EELQMS and presentation to ACEA members. Performance parameters other than those covered by the tests shown or more stringent limits may be indicated by individual ACEA member companies.
NOMENCLATURE & ACEA PROCESS:
Each set of sequences is designated for consumer use by a 2 part code comprising a letter to define the CLASS (e.g. C), and a number to define the CATEGORY (e.g. C1).
In addition, for industry use, each sequence has a two-digit number to identify the YEAR of implementation of that severity level (e.g. A1 / B1-04).
The CLASS indicates oil intended for a general type of engine - currently A / B = gasoline and light duty diesel engines; C = catalyst compatible oils for gasoline and diesel engines with after treatment devices. Other classes may be added in future if, for example, Natural Gas engines prove to require oil characteristics which cannot readily be incorporated into existing classes.
The CATEGORY indicates oils for different purposes or applications within that general class, related to some aspect or aspects of the performance level of the oil. Typical applications for each sequence are described below for guidance only. Specific applications of each sequence are the responsibility of the individual motor manufacturer for their own vehicles and engines. Oils within a category may also meet the requirements of another category, but some engines may only be satisfied by oils of one category within a class.
The YEAR numbers for ACEA Sequence is intended only for industry use and indicates the year of implementation of that severity level for the particular category. A new year number will indicate, for example, that a new test, parameter or limit has been incorporated in the category to meet new / upgraded performance requirements whilst remaining compatible with existing applications. An update must always satisfy the applications of the previous issue. If this is not the case, then a new category is required.
An administrative ISSUE Number is added for industry use where it is necessary to update the technical requirements of a sequence without the intention to increase severity (e.g. when a CEC test engine is updated to the latest version whilst maintaining equivalent severity; or where a severity shift in the test requires modification of the specified limits.).
ACEA
ACEA 2010 EUROPEAN OIL SEQUENCES FOR SERVICE-FILL OILS
Dec. 2010
Where claims are made that Oil performance meets the requirements of the ACEA sequences (e.g. product literature, packaging, labels) they must specify the ACEA Class and Category (see Nomenclature & ACEA Process for definitions).
«Consumer Language»:
A/B : gasoline and diesel engine oils
A1/B1 Stable, stay-in-grade oil intended for use at extended drain intervals in gasoline engines and car & light van diesel engines specifically designed to be capable of using low friction low viscosity oils with a high temperature / high shear rate viscosity of 2.6 mPa*s for xW/20 and 2.9 to 3.5 mPa.s for all other viscosity grades. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.
A3/B3 Stable, stay-in-grade oil intended for use in high performance gasoline engines and car & light van diesel engines and/or for extended drain intervals where specified by the engine manufacturer, and/or for year-round use of low viscosity oils, and/or for severe operating conditions as defined by the engine manufacturer.
A3/B4 Stable, stay-in-grade oil intended for use in high performance gasoline and direct injection diesel engines, but also suitable for applications described under A3/B3.
A5/B5 Stable, stay-in-grade oil intended for use at extended drain intervals in high performance gasoline engines and car & light van diesel engines designed to be capable of using low friction low viscosity oils with a High temperature / High shear rate (HTHS) viscosity of 2.9 to 3.5 mPa.s. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.
C : Catalyst compatibility oils
C1 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low friction, low viscosity, low SAPS oils with a minimum HTHS viscosity of 2.9 mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.
Warning: these oils have the lowest SAPS limits and are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.
C2 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines designed to be capable of using low friction, low viscosity oils with a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.
Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.
C3 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.
Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.
C4 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.
Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.
SAPS : Sulphated Ash, Phosphorus, Sulphur DPF : Diesel Particulate Filter TWC : Three way catalyst HTHS : High temperature / High shear rate viscosity
ACEA
ACEA 2010 EUROPEAN OIL SEQUENCES FOR SERVICE-FILL OILS
Dec. 2010
E : Heavy Duty Diesel engine oils
E4 Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines without particulate filters, and for some EGR engines and some engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.
E6 Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for EGR engines, with or without particulate filters, and for engines fitted with SCR NOx reduction systems. E6 quality is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.
E7 Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, e.g. extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines without particulate filters, and for most EGR engines and most engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.
E9 Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, e.g. extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines with or without particulate filters, and for most EGR engines and for most engines fitted with SCR NOx reduction systems. E9 is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Drivers Manuals and/or Dealers should be consulted if in doubt

[Gonçalo]

Existem os mais variados óleos de motor que satisfazem as mais variadas especificações. Aqui encontrará o que significam as especificações mais importantes para óleos de motor.

ACEA: As diferentes aplicações dos óleos de motor descrevem-se através de letras com a classificação europeia ACEA (Associação dos Construtores Europeus Automóvel)

    A para motores a gasolina de veículos ligeiros
    B para motores Diesel de veículos ligeiros e comerciais
    C para veículos ligeiros com filtros de partículas Diesel


API: As classes API (American Petroleum Institute) classificam os óleos de motor de acordo com as exigências americanas e critérios de qualidade exigidos. A classificação corrente API para óleos de motor a gasolina é a SM. Actualmente os veículos ligeiros a Diesel não estão classificados com a norma API.

API:As letras agarradas a norma api dizem-nos 2 coisas, a primeira letra corresponde ao tipo de combustivel utilizado no motor, S para gasolina e C para diesel, a segunda letra diz-nos em quantos testes o oleo passou, por em um SM passou em todos os testes "e mais um" que um oleo SL, quanto mais alta for a 2ª letra mais testes o oleo conseguiu superar. A mesma coisa para o diesel, mas temos que ter em conta que a letra dos gasolina esta mais avançada que a dos diesel, por em uma das letras mais altas "um dos melhores oleos" para motores a gasolina e um SM em quanto para o diesel ja e um CF

SAE: A norma SAE (Society of Automotive Engineers) descreve através de um conjunto de números, as propriedades de viscosidade (fluidez) de um lubrificante a diferentes temperaturas. Assim, um óleo de motor SAE 0W-30 descreve com o primeiro número a fluidez “fina” a baixas temperaturas. Quanto mais baixo for o número, melhor pode fluir o óleo de motor a baixas temperaturas e assim chegar mais rapidamente aos pontos de lubrificação importantes do motor. O segundo número identifica a fluidez a altas temperaturas.

SAE A norma SAE (Society of Automotive Engineers) descreve através de um conjunto de números, as temperaturas de funcionamento a que um oleo deve funcionar, havendo 2 tipos de oleo, os mono graduados e os mais recentes, multigraduados. os monograduados ja quase nao são usados, sao aplicados para maquinas tipo industrial "compressores de ar etc" com um tipo de trabalho muito especifico.
os multi graduados tem uma maior amplitude termica de funcionamento.
Basicamente os numeros antes do W diz-nos a temperatura minima a que um oleo pode trabalhar" valor esse que tem que ser visto numa tabela, quanto maior e o numero mais proximo e do zero a temp minima de funcionamento, o W quer dizer winter "inverno", e os numeros que vem depois do W são a temperatura ambiente maxima admissivel no local onde o motor vai funcionar.


Motores a Gasolina

A1: Categoria de óleos de motor que permitem economia de combustível “Fuel economy” de extrema baixa viscosidade “High Temperature High Shear” (HTHS, < 3,5 mPas). As classes de viscosidade recomendadas são XW-30 e XW-20.

A2: Categoria de óleos de motor convencionais e óleos de motor de baixa viscosidade.

A3: Categoria de óleos de motor convencionais e óleos de motor de baixa viscosidade com utilização mais severa do que A2. Supera A2 no respeitante ao “Noack” (perdas por evaporação), limpeza dos pistões e estabilidade à oxidação.

A5: Categoria de óleos de motor convencionais e óleos de motor de baixa viscosidade. Cumpre ACEA A3 mas com inferior viscosidade HTHS. Num motor de teste tem que ser comprovada uma economia de combustível ≥ 2,5% em comparação com um óleo 15W-40 de referência.


Motores a Diesel

B1: Categoria de óleos de motor com economia de combustível “Fuel-economy” de extrema baixa viscosidade “High Temperature High Shear” (corresponde a A1).

B2: Categoria de óleos de motor convencionais e óleos de motor de baixa viscosidade.

B3: Categoria de óleos de motor convencionais e óleos de baixa viscosidade. Supera ACEA B2 no respeitante ao desgaste, limpeza dos pistões e estabilidade da viscosidade em condições elevadas de fuligem.

B4: Nova categoria para motores Diesel com injecção directa.

B5: Similar ao ACEA B4, mas com inferior viscosidade HTHS. Num motor de teste tem que ser comprovada uma economia de combustível ≥ 2,5%, em comparação com um óleo 15W-40 de referência.

C1: Para veículos ligeiros a Diesel com filtros de partículas. Máximo teor de cinzas sulfatadas 0,5%. Com rebaixado HTHS.

C2: Para veículos ligeiros a Diesel com filtros de partículas. Máximo teor de cinzas sulfatadas 0,8%. Com HTHS > 2,9 mPas.

C3: Para veículos ligeiros a Diesel com filtros de partículas. Máximo teor de cinzas sulfatadas 0,8%. Com HTHS > 3,5 mPas.

C4: Introduzida em 02/2007. Para veículos ligeiros a Diesel com filtros de partículas. Máximo teor de cinzas sulfatadas 0,5%. Com HTHS ≥ 3,5 mPas.

Deixo aqui uma tabela para poderem ver as temperaturas dos diferentes tipos de oleo



A viscosidade nada tem a ver com estes 2 numeros. E verdade que um 15w40 a partida e mais viscoso que um 5w40, mas isso é algo que vem por acrescimo. A viscosidade tem que ser vista numa tabela própria, variando de marca para marca como por ex:
ESSO Superflo SL 10W-40 134 18.1 150

Agip SUPER SL 10W-40 100 14.6 152

O esso 10w40 tem uma viscosidade de 150 a 40º e de 18.1 a 100º de temperatura, com um indice de viscosidade de 134, enquanto o agip tambem 10w40 é um pouco mais viscoso a 40º, tendo um valor de 152, mas muito mais fino a 100º, tendo um valor de 14.6, tendo assim o indice de viscosidade mais baixo.

[Sls a GPL]

Boa explicação, obrigado pela partilha!

[carlosjcm]

Boa partilha sim senhor. Obrigado!!!!!!

[overlord]

So uma pergunta?
posso por castrol edge que tem a norma C3 tal e qual como o Elf Evolution Full-tech FE 5w30 numa Sports toures 1.5dci 110cv?

Eu sei que esse óleo não possui a norma RN0720 mas tem a norma C3.

[draper]

A norma RN0720 'equivale' à norma ACEA C4.
A norma C4 tem menor teor de cinzas e enxofre, que a C3. Por isso é mais 'amiga' do FAP.

[mariojmmachado]

So uma pergunta?
posso por castrol edge que tem a norma C3 tal e qual como o Elf Evolution Full-tech FE 5w30 numa Sports toures 1.5dci 110cv?

Eu sei que esse óleo não possui a norma RN0720 mas tem a norma C3.

Na última revisão, que por acaso foi feita este mês, o meu 1.5 DCI, levou Castrol Gtx Rn-Spec 720 5W30, o que é preconizado pela marca.


Enviado do meu SM-A528B através do Tapatalk

[R@ven]

Boa partilha de informação.

Mas se o Oleo ELF é o recomendado pela marca, a diferença de preço é assim tão abismal para optarem por outros oleos? Não será mais correcto e saudável singirem-se ás referências da marca?!
Existem inumeros testes de viscosidade e desgaste aos oleos ELF e outras marcas onde os ELF continuam destacados.
Na minha ulmilde opinião se determinado oleo não tem a norma RN eu nem o considero adequado.
Oleos em conformidade e oleos equiparados não é a mesma coisa. por exemplo na gama da ELF 5w30 existem inumeros oleos e nem todos são adequados a um determinado veiculo mesmo sendo todos eles 5w30.