CILIA - OUR OIL SUPPORT

Because we back up the quality level by being the only oil brand that offers premium and deductible free road assistance and engine warranty for 500 000 km or 10/ 15 years for cars, motorhomes and light trucks. In addition, Midland has been an active product developer since 1880 at the heart of European car manufacturing. And because Midland is a pioneer in the environmental field and the first oil brand in Sweden that certifies car repair shops' waste oil management so that your waste oil is earmarked for recycling into new, simpler base oils instead of being incinerated. Still, you pay no more for Midland than for any other branded oil!

Yes, in part, but it has nothing to do with biodegradability.

Engine oils designed to meet the requirements for the function and service life of diesel particulate filters are manufactured with lower metal contents, so-called Low-SAPS oils standardized according to ACEA C2, C3, C4 and C5. There are no specific standards for ethanol and biogas engines today - however, most car manufacturers recommend a fully synthetic, oxidation-stable oil (it is not degraded as quickly by more aggressive fuels with poorer miscibility in engine oil such as ethanol and biogas) in combination with more frequent oil changes every 10 000 km or once a year, whichever comes first.

They have different advantages: A fully synthetic oil wets the metal surfaces faster during a cold start, for example (you get the oil pressure up faster).

And it handles low and high temperatures better. This is one reason why fully synthetic oils are more popular in the Swedish, colder climate compared to the southern continental. A mineral oil has good adhesion to metal surfaces and does not "drain" off as quickly.

Price, quality and sometimes exchange intervals. You get what you pay for. Regardless of whether the oil is fully synthetic, semi-synthetic or mineral oil-based, the base is crude oil (petroleum) which is then refined into a base oil - it is the one that carries the lubricating properties in the engine oil. Different classes / groups of base oils are developed: Mineral oil classes, semi-synthetic and fully synthetic base oils (where unwanted contaminants are removed via heat treatment, so-called hydro cracked or hydro treated, with higher base oil quality as a result)

Group I and Group II = mineral oil base, Group III = fully synthetic oils, Group IV = fully synthetic oils (PAO, poly-alpha-oil fine), Group V = fully synthetic oils (other base oils, esters or diesters)

You often do not know that. But, with the following, simple tips, you remove some pitfalls: The industry follows a definition and calls fully synthetic oils as Fully Synthetic. If it says only "Synthetic" on the bottle, the product is a semi-synthetic oil. And if it says "Conventional", we are talking mineral oil. A higher price also indicates that it is a fully synthetic oil with a range of approximately SEK 200-225 per liter. Then there is a but. Unfortunately. Some oil brands obscure the content to go free on the concept of all-synthetic. In addition, the trend in Europe, and especially in North America, is that oil brands are increasingly defining semi-synthetic products as fully synthetic. There is now a new quality standard for engine oils in Europe: EELQMS. The mark is on the bottle label as a large Q

Fuel-saving oils are engine oils with low-friction properties standardized according to, for example, European ACEA A5 / B5, for example Midland Econova 5W-30 (to meet the requirements, however, it must not be "thicker" than SAE 30). The oils are thinner (have lower viscosity). Lower friction results in lower resistance with reduced fuel consumption (expect a fuel saving of a maximum of 1-3%. If any higher number is stated, these are joy figures).

If you want to save more fuel, we recommend that you check the air pressure in the tires, driving style and alternative means of transport. The disadvantage of fuel-saving oils can be slightly higher wear (a coin has two sides, as is well known).

The short answer: In order to maintain the function and service life of the diesel particulate filter (DPF) and catalysts. The engine oil must be standardized according to the ACEA C class (C2, C3, C4 and C5) or alternatively be certified with a car manufacturer's specification for DPF, for example Mercedes 229.51 or Volkswagen 507.00.

A slightly longer answer: The engine oils in the ACEA C-class are so-called low- / mid-SAPS oils (low levels of sulfonated ash, phosphorus and sulfur), designed for various exhaust gas purification techniques such as diesel particulate filters. The low-SAPS oils are formulated with a more environmentally friendly additive package which, in combination with selected base oils, supports, for example, the function and service life of the diesel particulate filter. It is especially higher levels of sulfonated ash in the engine oil that clog the particulate filter. The low-SAPS oils are formulated with lower levels so that this does not happen. Higher levels of phosphorus similarly affect three-way catalysts negatively as the higher phosphorus level reacts with the substances in the catalysts (for example lead) so that the catalyst function is reduced.

When it comes to the development of cars with lower emission levels where the engine oil must simultaneously meet the requirements for wear, service life and lower emission emissions, the industry now faces a major challenge - how the level of zinc dialkyldithiophosphate (ZDDP) should be reduced or replaced with other additives in the engine oil. the wear protection for the motor must work optimally. ZDDP has a negative effect on various exhaust gas purification techniques. There is therefore a conflict between today's ZDDP-SAPS-formulated engine oils and current exhaust gas purification techniques.

ZDDP has been used in the formulation of engine oils for more than 60 years. From the beginning, it was used as an additive for increased corrosion protection and as an antioxidant. Later, its value as protection against engine wear was discovered: When two metal surfaces are rubbed against each other, ZDDF forms a thin, smooth layer of iron and zinc phosphate that keeps the surfaces apart. Researchers believe that this is the reason why zinc reduces wear. The same researchers say that it is difficult to replace ZDDP because the same type of film is formed with other substances that do not affect exhaust gas cleaning techniques as negatively - but the formation of the `anti-wear film 'is slower.

Over the past 20 years, exhaust emissions have been radically reduced. In Western Europe, NOx emissions from petrol engines have decreased by 90% since 1992 and the levels of hydrocarbon and carbon monoxide have fallen by 80% and 75% respectively. For diesel cars, emissions of soot particles have fallen by 97% and NOx by 85% during the same period. Two technologies have been mainly used for petrol engines: three-way catalytic converters and NOx traps. For diesel engines, the same methods have been used plus three more: oxidation catalysts, particulate filters and / or selective catalytic converters. The oxidation method means that hydrogen carbon and carbon monoxide are converted to water and carbon dioxide and that nitrogen oxide (N2O) is converted to nitrogen (nitrogen, N). Particulate filter (DPF) traps soot (carbon particles) and oxidizes them periodically (re-generation at elevated controlled temperature) to carbon dioxide. Selective catalysis reduces emissions to hydrogen and water when urea (urea; cerium-iron additives are automatically portioned into the fuel from special containers) is mixed with nitrate oxides in the catalyst.

Previously, car manufacturers used one or two of the above technologies. But as the legal rules and environmental requirements have been tightened, car manufacturers are now forced to use most or all of the methods combined.

However, the addition of ZDDF and the levels of SAPS (sulphonated ash, phosphorus and sulfur) in engine oil adversely affect all exhaust gas purification methods. The industry, especially the additive developers, is now trying to replace or reduce the use of ZDDF with, for example, phosphorus or boron.

The European standardization institute ACEA has developed a new classification for both petrol and diesel engines where the engine oils must be formulated with low or mid-SAPS which are better suited for different exhaust gas purification techniques. The classification is called C there and complements the existing classes A for petrol and B for diesel engines where ACEA C1 simultaneously expresses fuel saving requirements. ACEA C2 and C3 have slightly higher anti-wear properties but at the same time mean that the engine oil can not be standardized as fuel-saving (except for the engine oils that are standardized in combination ACEA A5 and B5).

Some low-SAPS passenger car oils are: Econova 5W-30 (C2 for PSA), Synova 5W-40 (C3 and VW's diesel pump technology 505.01), Synova 5W-30 (C2 / C3 and Mercedes 229.51) and Crypto³ 5W-30 ( C3 and VW 504.00 / 507.00).

Deposits or so-called "Engine Sludge Deposits" are formed when the oil and filter change intervals exceeded or if you use an oil that is not good in terms of quality. The deposits is of two kinds;

1. Oxidation and decomposition of the engine oil takes place at high operating temperatures where deposits are deposited in the engine. This is called oxidation deposits. The engine oil needs to be changed before large amounts build up in the oil.

2. Engine oil pollution: Large amounts of residues in combustion, water, soot, resin, acids, etc. contaminate the oil with insoluble residues. A cleaning engine oil should take take care of these products until the next oil change. But even the best engine oil has limits on how much residual products it can carry - therefore the engine oil and filter must be replaced at regular intervals, otherwise the residual products precipitate and form deposits in the engine. This applies to 100% fully synthetic oils as well as other oils.

All engines vary in oil consumption in the same way as they vary in top speed and fuel consumption. The most common causes can be:

• Driver's driving style.
• Difficulties in determining the exact size of oil consumption.
• Overfilling of the crankcase.
• Incorrect reading of the dipstick (incorrect placement in the oil pipe).
• Soot deposits on the piston rings - poor sealing as a result, oil consumption becomes uncontrollable.
• When low quality oil is used or oil with too low viscosity e.g. 0W oils.
• Check the above causes, to determine how high the oil consumption is, before taking any action.

Can depend on:

• Loose or damaged cylinder head gasket - this condition can often be detected when bubbling heard from the radiator
• Oil from the valve lifters passes the cylinder head gasket to the cooling water

• Loose or damaged cylinder head gasket - this condition can often be detected when bubbles are heard from the radiator
• Oil from the valve lifters passes the cylinder head gasket to the cooling water
• The dipstick cannot be read correctly.
< Gaskets on the intake valves are damaged - this is the most common cause
• of high oil consumption.
• Generally leaky gaskets.
• Clogged oil return.
• Loose main gasket that causes oil from the valve lift bracket.
• Duct can enter adjacent cylinders.
• Excessive oil pressure.
• Improperly fitted piston and oil rings.
• Large piston ring gap.
• Incorrect piston rings.
• Low quality oil.
• The "elasticity" in the piston rings is gone due to overheating.
• Clogged air purifier and air filter.
• Loose or worn main bearings.
• Wear of cylinder walls.
• Loose or damaged cylinder head gasket - this conditions can often be detected when bubbles
• are heard from the radiator
• Oil from the valve lifters passes the cylinder head gasket to the cooling water

Lifting problems cause noise in valves / lifters and oil is often blamed. There can be various causes for the problems - not all are oil related and may require major intervention.

Treatment of oil-related causes in hydraulic valve lifter

a) For the elderly engines or dirty engines, treatment with & nbsp; Oil System Cleaner & nbsp; for cleaning before changing the oil. New and clean engines and engines with frequent oil change intervals, see b) below.

b) Oil change with & nbsp; Avanza 5W-40 & nbsp; alternatively & nbsp; Axxept 5W-30 & nbsp; - listen to the engine cold and hot.

c) & nbsp; Treatment down Hydraulic Valve Oil Conditioner - listen to the engine.

For a hydraulic lifter to work perfectly requires four functions;

a) & nbsp; The plunger must be able to work freely up and down the lifting body.

b) & nbsp; Check Valves must close tightly and thus prevent pressure loss to the pressure chamber.

c) & nbsp; The lifter must be filled with oil all the time - an oil leak destroys its hydraulics function.

d) & nbsp; It does not there is some wear between the piston and the lifting body. Too much wear and tear quickly leads to oil leakage and loss of hydraulic pressure in the pressure chamber.

Causes of noise in valves and hydraulic lifters;

The lifter is sluggish due to;

a) & nbsp; Wear particles between the piston and the lifting body.

b) & nbsp; Others dirt particles wedged between the piston and the lifting body.

Leak in check valve due to;

a) & nbsp; Dirt particles stored in the valve.

b) & nbsp; Tired or cracked ball / disc or valve seat.

Severe oil leak from the pressure chamber due to;

a) & nbsp; Loosely seated piston.

b) & nbsp; Wear on piston or lifting cam (usually only older cars).

c) & nbsp; Oil too low viscosity or oil diluted due to fuel dilution.

Insufficient oil supply to the lifting chambers, caused of;

a) & nbsp; Clogged oil passages or lubrication lines in the engine.

b) & nbsp; Low oil pressure, defective oil pump or defective oil pressure valve.

c) & nbsp; In some engines a clogged oil filter cartridge can cause low oil pressure and insufficient oil flow to the lifting chambers .

Air in the lifting chamber caused by;

a) & nbsp; Low crankcase oil level, the pump sucks up oil and air.

b) & nbsp; Air leakage in the oil pump or the oil pipe.

c) & nbsp; The crankcase overfilled with oil to form a thick foam.

For the many possible reasons for noise in valves and lifters, two can be related to engine oil:

a) That lifter gets stuck due to varnish and sludge which may be due to:
Oil with insufficient purification ability.

That the lifter gets stuck can also be due to:
Oil changes are not frequent enough, or air filter changes are neglected.

b) & nbsp; Oil too low Viscosity can lead to noise in lifters, and this means that faults degree of viscosity used for the special driving or temperature conditions such as prevails, or that the oil has been greatly thinned out of fuel and / or too low oil level in the engine e.g. caused by low oil quality and / or prolonged oil change intervals with increased oil consumption.

All other possible causes of noise in the lifters can be mechanical defects that can neither be caused nor prevented by oil.

In case of noise in rear axles with diff lock, the noise disappears in 9 cases out of 10 when switching to Midland High Performance 75W-140 or 80W-90 with the LS additive Limited Slip. Tip: After changing the oil in the rear axle, drive the car in the number 8 forwards and backwards, you strip the lamella package in the rear axle so that the oil is applied correctly and so that you get a proper function.

For slow-shifting manually shifted drawers, Midland, together with the workshop side, has more than 20 years of experience with the unique formulation in the Midland Super M5 75W, which provides an easy-shifting drawer, especially in our Nordic winter climate. It is a single-grade gearbox oil (API GL-5) that has saved many slow-moving gearboxes on a variety of car makes and models due to the combination of lower viscosity compared to factory-filled gearbox and special base oils and additive packages. The further development today is Synqrogear 75W-80.

Tip: Check for any discoloration, particles and thickness of the old gearbox oil when changing. Is it oxidized and / or affected by age and wear - see the first change as a rinse of the box. Drive the car / gearbox to working temperature and make a new change of gearbox oil.

It takes about 15 minutes drive before the cylinder walls have warmed up and reached the correct working temperature. Only then the contaminants in the engine oil are minimized because of the cold cylinder walls acts as capacitors - the residual products simply go down into the oil pan via
pistons. This is called "Combustion Blow-by". Particularly vulnerable vehicles are those that run short
distances and in city traffic with many cold starts.

When the oil is contaminated with water, soot, salts, rubber resins and acids, the oil turns black and
dirty, but this is harmless: Only when the contaminants reach about 4% of the oil volume, when
we the critical point: The pollutants begin to emulsify and are deposited on the metal surfaces in
the engine.

The technical conditions in the engine are more important factors in this process compared to oil and
the fuel factors. A real combustion combined with the right cooling and oil temperature
together with good oil and air filters allows for longer oil change intervals and gives
a cleaner engine.

Tips: To keep the engine clean and avoid deposits and to minimize wear - change the engine oil regularly as you drive (see your car manufacturer's manual for special
conditions such as city driving, towing, stop-and-go, dusty environment etc
which justifies more frequent oil changes compared to the service intervals). Use a high quality engine oil. We recommend that you, as a minimum quality level, should choose an oil that is
properly standardized according to ACEA (the European standardization institute). So opt out of engine oils
that only claim to meet the standards according to ACEA (often they write on the back of the oil bottle "meets the requirements of…" or "performance level of….")

Tip: & nbsp; Check the discoloration, particles, and thickness of the old transmission oil for replacement. Is it oxidized and / or affected by age and wear - see the first change as a rinse of the box. Drive the car / gearbox to working temperature and make a new change of gearbox oil.

The the only reliable way to measure oil consumption is to make an oil change and then exactly
measure the volume used - after 1 000 to 5 000 km the volume is measured again, under the same
conditions such as when filling, ie cold engine.
As with all manufactured products, you have to set boundaries for what is acceptable
and not acceptable. Car manufacturers can have such a high tolerance level as e.g. 1 liters of oil at 1 000-
1 500 km.

Since high oil consumption can be due to more things than the piston rings not sealing we really want you to check too:

• oil leakage from the oil pump due to damaged gaskets
• the fuel pump socket gaskets.
• the oil filter gasket and that it is in place, that the filter is complete.
• if the oil pan gasket leaks.
• that the oil plug is not retracted.
• if the valve cover gasket leaks.
• if the rear crankshaft bearing gasket leaks.
• worn valve guides.
• oil pressure gauge connections.
• camshaft seals.

a) Are the problems due to leaking packing material or hoses?

Tips: Använd Midland ATF Stop Leak for sealing gasket material.

b) Depend the problems of foaming and hence air in the servo system as for some car models
turns out winter time?

Tip: Change to Midland Power Steering Fluid. Rinse the entire power steering unit. Let the car
idle and check the oil level continuously to ensure that all air is gone
from the control servo system. If this does not work, have a discussion with your workshop about how
any air may form in the system. Possibly an additional solution / application be
to install an expansion vessel for the power steering fluid.

In some cases (not breakdowns) where the driver / workshop notes and / or measures low compression, increased fuel consumption, uneven engine running or engine revs can cause it due to jamming diesel pump.

Tip: Application Midland Diesel Fuel Treatment as a solution to the problem: The workshop pours the product in the diesel filter (when it is replaced with a new one) and in the tank or directly applies Diesel Fuel Treatment in the diesel pump separately which is run and measured. Idling plus test drive.

Some GDI engines produce elevated soot levels during the combustion process in the engine.

Treatment / tip: Switch to Midland Synqron 5W-40 which absorbs better and he takes over soot formation and keeps it "floating" in the engine oil.

Use a lubricant with extremely high adhesion that resists mechanical degradation and due to water, salt and temperature changes.

Tips: Use the liquid "adhesive grease" & nbsp; Midland GS-15 & nbsp; (long-threaded with good penetration ability) or the chain spray & nbsp; Midland K7 & nbsp; .