Despre lubrifiantii autoturismelor. Pareri, intrebari, raspunsuri, etc.

O marca de ulei pt 2,4 benzinar?

kspic : In sfarsit ai dat si tu ceva bun referitor la cantitatea de ulei vs aer dintr-un bidon

Acum marginea busonului unde apare ulei nu este de la turnare . sterge si ai sa vezi ca apare iar ulei
Oxizii de pe margine i-ai sters ca doar nu erau lipiti de margine .Cu un pic de vointa se putea sterge .

Nu am trucat nimic in poze ca nu aveam de ce . de aceea am observat si la deeman ca este curat orificiul de umplere ( are si el pe margine ulei dar nesolidificat )
Nu te-am acuzat doar am constatat  cauzele oxidarii . ? poate se fie fostul propietar sau poate sa fie metabondul din combustibil si ce mai pui tu sau alte cauze .

In nici un caz aerul care bate sau nu bate pe capac . e explicatie babeasca  care  iti este  specifica !

Exagerari la IF-WS2  - unde ai vazut ?  daca le-am dat in PM  sunt sustinute de scoala de top in spate ( se pare necunoscuta de tine ) nu de explicatii nontehnice aberante ce tin de scoala primara !

Amuzant este si ce poate un motor de Mercedes vs BMW vs "clasicul Passat" referitor la rezisteta sau nu la uleiul Long Life .

Eu am facut teste Blotter la diferite uleiuri si am gasit la uleiuri nu tocmai in top aspect bun dupa un numar mare de Km . Concluzie conteaza enorm si cum exploatezi masina . combustibil  si conditiile de mediu .

eu nu am zis ca Valvoline e un ulei bun, nu am folosit niciodata.
O marca de ulei pt 2,4 benzinar?

Oxizii – sunt compuşi binari ai oxigenului cu alte elemente, metale sau nemetale.
Se cunosc două grupe de oxizi:
• oxizi de nemetale (oxizi acizi)
– conţin în molecula lor atomi de oxigen şi atomi de nemetal;
– în reacţie cu apa formează acizi, exemplu: CO2,so2,co3.
• oxizi de metale (oxizi bazici)
– conţin în molecula lor atomi de oxigen şi atomi de metal, exemplu: CaO, MgO, LiO, Al2O3
Formula generală a oxizilor este E2On şi confirmă regula: pentru un produs binar, produsul dintre valenţă şi numărul atomilor unui element chimic este întotdeauna egal cu produsul dintre valenţa şi numărul atomilor de oxigen.
Proprietăţi fizice
• la temperatura obişnuită, majoritatea oxizilor sunt substanţe solide sau gazoase;
• oxizii de metal pot fi incolori sau viu coloraţi;
• oxizii de nemetal sunt în majoritate incolori.
Proprietăţi chimice
• oxizii nemetalici reacţionează cu apa şi formează acizi, iar oxizii metalici, prin reacţia cu apa, formează baze;
• oxizii nemetalici reacţionează cu bazele şi formează săruri şi apă;
• oxizii metalici reacţionează cu acizii şi formează săruri şi apă;
• la temperaturi ridicate, oxizii reacţionează între ei formând săru

Nitration is a form of oil degradation similar to oil oxidation but occurs in a reduced oxygen environment when oil reacting with nitrogen oxide compounds form during combustion and high temperatures. Nitration formation occurs with either of two types of nitrogen compounds; organic nitrates and nitro compounds.
Organic nitrates are most commonly present in natural gas applications. Natural gas engines and compressors are susceptible to oil degradation due to high amounts of organic nitrates in natural gases which promote elevated nitration of the in-service lubricant. Organic nitrate reaction during combustion combined with the oil contributes to the formation of sludge and varnish deposits on piston skirts, valve assembly, and the rocker arm. These deposits also cause oil rings to stick. Though natural gas applications are susceptible to nitration as a result of organic nitrates, the rate of this occurrence is dramatically increased due to improper air/fuel mixtures, inadequate combustion processes, mechanical problems, and severe service duty. Lacquering of oil lubricated system components, varnish formation, sludge formation, and increased acidity can be significant problems with natural gas applications due to high nitration. If abnormally elevated nitration is occurring in a two-stroke engine design it could be caused by poor scavenging of the crankcase oil in the combustion cylinder.
Nitro compounds form in the presence of exhaust gases and contribute to oil nitration when these exhaust gases mix with the engine lubricating oil. Excessive piston blow-by of exhaust gas containing nitrous oxide compounds (NOx) enters the oil and causes nitration. Overly extended oil drains can also lead to a buildup of NOx compounds, thus resulting in elevated nitration of the oil. Elevated nitration as a result of exhaust gas blow-by will increase viscosity due to oil thickening and acidity.
Nitration is much less common in over the road diesel engines, so when elevated nitration occurs this indicates something is not typical in the diesel engine operating performance and the oil environment. Typically the cause of elevated nitration in a diesel engine is exhaust gas blow-by and/or a lean air/fuel mixture. Nitrous oxide compounds (NOx) introduced in the lubricating oil through recirculated exhaust gas by way of EGR systems can also contribute to elevated nitration in diesel engines. Where there has been less concern about the creation of sulfuric acid with in-service diesel engine oil in past years, the creation of nitric acid when these nitration compounds react with water has become a greater concern.
An excessive level of nitration in a natural gas engine or compressor application is typically accompanied by an increase in acid number and viscosity. In diesel engine applications, where base number is more commonly tested for, base numbers will experience a premature decrease, which may or may not accompany a significant increase in viscosity. As always, the oil condition should be evaluated using a matrix of test parameters. Lubricants using saturated base oil formulations are better at resisting nitration during use. Proper equipment performance, quality lubricants, and monitoring through testing of the in-service lubricant can keep nitration degradation under control.
Nitration determination of in-service lubricating oils is one of many routine tests ALS Tribology laboratories perform globally. ALS has extensive experience in testing and evaluating both natural gas applications and diesel engine samples for asset reliability and lubricant integrity. For further enquiries and information please visit our website at alsglobal.com/tribology

1. Solid Contamination: It is generally recognized, backed by numerous tests and studies over the last 40 years,
that contamination generated in an engine that is responsible for the majority of "normal" wear, is within the 1 - 20
micron range. Also this small solid contamination contributes to accelerating Condition Caused Contaminants
such as Oxidation, Nitration, Acid Formation and more. Consequently, it is imperative that this contamination be
removed from the system as fast as possible. The typical factory full-flow filter cannot control 1 - 20 micron
particles due to its porous design to supply the engine with a high flow rate of oil. One must use filtration that is
capable of controlling solids in the 1 - 20 micron range and smaller.

2. Moisture Contamination: Moisture contamination within the lube oil will cause viscosity increase, VI polymer
decrease, TBN decrease, acid formation, accelerated oxidation and nitration. If left unchecked, it will cause
accelerated wear, filter plugging, sludge formation, and corrosion of parts. To safely eliminate routine oil drains,
one must use additional filtration that utilizes an adsorbent filter media, which can remove suspended moisture
from the lube oil.

3. Condition Caused Contamination: There are three MAJOR types of contamination that are formed within the
lube oil during normal use: Oxidation, Nitration, and Acid. These contaminants are formed when solid and
moisture contamination are present, and certain operating conditions exist within the engine. These Condition
Caused Contaminants can be controlled by the use of additional filtration and with the proper filter service
interval.
a. Oxidation: Oxidation occurs when the hydrocarbon constituents (and other products) of lube oil combine
chemically with oxygen. Lube oil in engines will combine with available oxygen under certain conditions to form
a wide variety of oxidation products. Many of these direct or primary oxidation products combine with other
materials such as wear metals, solid contamination, and moisture, to form second and third derivative products.
As with most chemical reactions, oil oxidation is accelerated by heat and pressure. Heat in particular will speed
up the oxidation process. Various studies have shown that lube oxidation (with many variables such as the type
lubricant and additive package in the lubricant) that the oxidation rate can be doubled for every 15 to 20 degrees
increase over 180 degrees F. Also, engine load, which will dictate the levels of oxygen and pressure within the
engine, will accelerate the oxidation process. Effects of oxidation within the engine can be seen in the form of
accelerated acid formation, corrosion, oil thickening, deposit formation, and accelerated wear.
Most of all the top quality lube oils have an additive package that contains oxidation inhibitors to slow the oxidation
process and alkaline detergents that will neutralize acids formed by oxidation. Normally these additives will only last a
certain length of time before they are used up and the oil must be drained. GCF, Inc. has established the correct means by
which to control oxidation within engines. As we have seen, oxidation is greatly stimulated by the solid and moisture
contamination. Solids tend to hold heat, thereby increasing the lube oil temperature around the solid contamination. This
condition acts to accelerate oxidation. Combine this effect with the presence of moisture (H2O) from normal
condensation, and the oxidation process accelerates even faster. When moisture is present in the lubrication system, the
level of oxygen available to mix with hydrocarbons in the lube oil is raised dramatically. The presence of normal solid
and moisture contamination, combined with maximum operating load of the equipment, will produce high oil oxidation
rates, even with normal oil temperatures. In order to control the oxidation process, the GCF PM Program offers filtration
products that can control the levels of moisture, wear metals and other solid contamination. By removing this
contamination, the oil will offer a better seal between the rings and liners and therefore reduce the amount of blow-by
during the combustion process. Blow-by contributes to the amount of oxygen and moisture within the engine.

Ba chiar acel Mobil 5w50 e mai bun la rece decat multe 5w30 si 5w40... are CCS mic (la -30grC, unde se masoara uleiurile 5w- ) , cam 5400 dupa VOA.

https://oil-club.de/...eak-life-5w-50/

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