An ACEA overview link from another thread.
Thanks goes to Dennis.
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So to bust some myths I am adding this web site for good reference, perhaps many would like to refer to it as an adventure into expert knowledge reinforcement. Do take into account that it comes out of the UK, so take it for what you will.
https://www.opieoils.co.uk/t-acea-car-engine-oils-specification-explained.aspx
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The raw text in case the link goes away.
ACEA Car Engine Oil Specification Explained
ACEA Spec is a very common sight, in fact you'll find one on almost all engine oil, but what does it all mean?
ACEA (European Automobile Manufacturers Association) have a system of rating oils, which you will find on the container of almost every oil on the market. These are the current specifications,previously oils were given separate petrol and diesel ratings, but from November 2004 onwards, those have been combined (A still refers to Petrol and B to Diesel engines).
ACEA's Mission Statement is defined as:
Define and advocate the common interests, policies and positions of the European automobile industry;
Engage in dialogue with the European institutions and other stakeholders in order to advance understanding of industry-related issues, and to contribute to effective policy and legislation at both European and global levels;
Act as a portal for expert knowledge on vehicle-related regulation;
Communicate the role and importance of the industry, using reliable data and information;
Monitor activities that affect the automobile industry, cooperating with the other stakeholders
nvolved; and Undertake strategic reflection on the increasingly global challenges of mobility, sustainability and competitiveness.
ACEA Specifications - Standard Petrol and Diesel Engines
ACEA A1/B1
Category for Fuel Economy engine oils with especially low High Temperature High Shear viscosity. HTHS of 2.6 to 3.5 mPas applies to XW-20, 2.9 to 3. 5 mPas for all others. Corresponds to the old A1 and B1 specifications with some new engine tests
Stable, stay-in-grade oil intended for use at extended drain intervals in petrol 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
Shop for ACEA A1/B1 Spec Car Engine Oil
ACEA A2/B2
OBSOLETE - Basic requirements. Will be replaced by the GLOBAL DLD-1 specification.
ACEA A3/B3
Category for high-performance and Fuel Economy engine oils. Exceeds ACEA A1/B1 with regard to Noack (evaporation losses), piston cleanliness and oxidation stability. Extended oil change intervals possible.
Stable, stay-in-grade oil intended for use in high performance petrol 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
Shop for ACEA A3/B3 Spec Car Engine Oil
ACEA A3/B4
Stable, stay-in-grade oil intended for use in high performance petrol and direct injection diesel engines, but also suitable for applications described under A3/B3
ACEA A5/B5
Category for high-performance engine oils. For TDI engines with Fuel Economy Performance. In addition with lowered HTHS (2.9 to 3.5). Extended oil change intervals possible.
Stable, stay-in-grade oil intended for use at extended drain intervals in high performance petrol 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
SHop For ACEA A5/B5 Spec Car Engine Oil
Low SAPS Diesel Engines
An additional category appears in these specifications in which sulphate ash, phosphorous and sulphur content (SAPS) are limited.
Warning: these oils have the lowest SAPS limits and are unsuitable for use in some engines. Consult owner manual or handbook if in doubt
ACEA C1
Largely based on the ACEA A5/B5. Strict limitation of SAPS content. Low HTHS viscosity of >2.9 mPas.
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 petrol 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
Shop For ACEA C1 Spec Car Engine Oil
ACEA C2
Same as C1 but with somewhat higher SAPS content permissible (as with 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 petrol 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.
Shop For ACEA C2 Spec Car Engine Oil
ACEA C3
Same as C2 except for HTHS > 3.5 and without Fuel Economy performance.
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 petrol engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life
Shop For ACEA C3 Spec Car Engine Oil
ACEA C4
Same SAPS content as C3, HTHS viscosity as 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 petrol engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life
Shop For ACEA C4 Car Engine Oil
Key:
SAPS: Sulphated Ash, Phosphorus, Sulphur
DPF: Diesel Particulate Filter
TWC: Three way catalyst
vic
HTHS : High temperature / High shear rate viscosity
Added:
Some of my recent thoughts about newer MB oil specifications.
Anymore the newer MB oil specifications are not about avoiding blowing up your engine. Any good quality (not necessarily expensive) turbo diesel engine oil will work for the mechanical parts. The issues are emissions system service life (DPF) and maybe playing better with biodiesel blends.
Mercedes seems always to be very conservative with recommended fluids and service intervals. The question in mind is the difference between a SAP of 0.8 as recommended vs the more common SAP of 1.0 or less that many vehicle manufacturers are happy with. Does that difference significantly reduce the service life of the Sprinter DPF, or just reduce it a bit?
The above comment is just musing. As a T1N owner I don't have a dog in the race. The reality is that a DPF is expensive to replace.
As to what the MB229.52 spec includes over MB229.51...
The information is out there is you dig around. The differences between MB229.51 and MB229.52 spec may not apply at all to owners of older model Sprinters. The original fluid specs in the Operator Manual always apply.
The MB229.52 "improvements" are not about avoiding blowing up your engine. The mechanical part of the oil hasn't changed from MB229.5 spec. It is the emissions part that changed.
MB 229.52
Oils meeting this specifications must have lower ash content, at least 1% better fuel economy compared to the requirements of MB 229.31 and MB 229.51 and better oxidation stability for biofuel compatibility. Can also be used where an MB 229.31 or an MB 229.51 oil is required. Just like MB 229.5 and MB 229.51 this spec requires a long life oil.
Will you notice a theoretical 1% better fuel economy during real world operation? Do you use a high percentage of biodiesel? Mercedes has always been fine with up to 5% biodiesel blend. That was before MB229.52 oil was rolled out.
If the mechanical condition of your engine is the concern then an owner should stay with the approved oil that still contains some of the tried and true additives that work for that. Many of those additives have been reduced or eliminated for reasons of emissions system longevity, not for the betterment of the mechanical parts.