Lubrication: Choosing the Right Engine Oil
It's time to change the engine lubricating oil: do you know what to do? In theory, all you have to do is take the car to a dealership (generally a more expensive service, but reliable, although I've had problems with one of them exactly in this task), a gas station or oil shop, settle the bill and start running. But the careful owner does well to know more about the subject, both to ensure that the manufacturer's parameters have been followed and to exceed them if desired. See more at 0w20 vs 5w20 Oil Viscosity
The first question is to define when to change the oil. The best thing is to always follow the guidance of those who produce the car — not those who manufacture or sell oil, who are interested in doing the job more often than necessary. Therefore, forget the rule of changing every 5,000 kilometers proclaimed by many, a pest that is not only Brazilian (it has even been fought by the North American program Myth Busters or Hunters of Myths ).
As a rule, the manufacturer sets two limits: by mileage and by time, whichever comes first. Observing this detail is especially important for those who don't do much, like the classic “grandma who only goes to the supermarket”: in this case, the time limit can be reached before the maximum mileage and must be respected, as the lubricant degrades and loses properties with frequent cycles of temperature variation. Today, the maximum interval of one year is common, although Volkswagen insists on a biannual replacement, claiming to be a prophylaxis to keep the engine clean internally.
Class, viscosity and something else
After defining the moment to replace the lubricating oil, it is worth knowing the parameters that indicate the application of the product to your car, either by the minimum requirements or as a superior alternative to the one prescribed by the manufacturer.
The first question is to define when to change the oil. The best thing is to always follow the guidance of those who produce the car — not those who manufacture or sell oil, who are interested in doing the job more often than necessary. Therefore, forget the rule of changing every 5,000 kilometers proclaimed by many, a pest that is not only Brazilian (it has even been fought by the North American program Myth Busters or Hunters of Myths ).
As a rule, the manufacturer sets two limits: by mileage and by time, whichever comes first. Observing this detail is especially important for those who don't do much, like the classic “grandma who only goes to the supermarket”: in this case, the time limit can be reached before the maximum mileage and must be respected, as the lubricant degrades and loses properties with frequent cycles of temperature variation. Today, the maximum interval of one year is common, although Volkswagen insists on a biannual replacement, claiming to be a prophylaxis to keep the engine clean internally.
Class, viscosity and something else
After defining the moment to replace the lubricating oil, it is worth knowing the parameters that indicate the application of the product to your car, either by the minimum requirements or as a superior alternative to the one prescribed by the manufacturer.
Engine oil classifications follow different methods. To start with, there are minerals (derived from petroleum), synthetic ones (produced in the laboratory) and synthetic-based ones, which are in the intermediate plane. Synthetics are superior in lubrication and can be used for longer:
that's why several brands today establish them for their cars, which must be followed in exchanges. If the manufacturer doesn't require synthetic in your car, it's up to you to use it or not—I would recommend that you do.
The next step is the classification by API (American Petroleum Institute), which uses the letter "S" for service for Otto cycle engine oils - gasoline, alcohol, flexible and natural gas - and the "C" of commercial, for those of the Diesel cycle, followed by another letter. The more advanced in the alphabet the second letter, the better the lubricant in terms of additives, engine protection and the ability to prevent the formation of sludge, a residue that can clog circulation galleries.
In the S series, the SJ, SL, SM and SN classes are used today, while the C series currently works with CH-4, CI-4, CI-4 Plus and CJ-4. The rule here is: stick with the manufacturer's recommendation or above — the second case applies especially to that older car, manufactured at the time of other API classes, which will benefit from using an SM or SN oil instead of an SJ or an obsolete SH, even when not foreseen in the project.
No less important are the viscosity ranges. A common lubricant is more viscous (thick) at low temperatures than at high temperatures, so the engine will be more difficult to lubricate — and more resistant to “spin”, with increased fuel consumption — in cold starts and during the run-up phase. heating, while it can suffer more wear at very high temperatures if the oil does not maintain the required viscosity (consider here the engine's operating temperature, not just the ambient temperature).
that's why several brands today establish them for their cars, which must be followed in exchanges. If the manufacturer doesn't require synthetic in your car, it's up to you to use it or not—I would recommend that you do.
The next step is the classification by API (American Petroleum Institute), which uses the letter "S" for service for Otto cycle engine oils - gasoline, alcohol, flexible and natural gas - and the "C" of commercial, for those of the Diesel cycle, followed by another letter. The more advanced in the alphabet the second letter, the better the lubricant in terms of additives, engine protection and the ability to prevent the formation of sludge, a residue that can clog circulation galleries.
In the S series, the SJ, SL, SM and SN classes are used today, while the C series currently works with CH-4, CI-4, CI-4 Plus and CJ-4. The rule here is: stick with the manufacturer's recommendation or above — the second case applies especially to that older car, manufactured at the time of other API classes, which will benefit from using an SM or SN oil instead of an SJ or an obsolete SH, even when not foreseen in the project.
No less important are the viscosity ranges. A common lubricant is more viscous (thick) at low temperatures than at high temperatures, so the engine will be more difficult to lubricate — and more resistant to “spin”, with increased fuel consumption — in cold starts and during the run-up phase. heating, while it can suffer more wear at very high temperatures if the oil does not maintain the required viscosity (consider here the engine's operating temperature, not just the ambient temperature).