What kind of oil to pour into 2 tbsp. Diesel engines "Japanese"

Quite often, after purchasing a Toyota car with a diesel engine 1C, 2C, 2C-T, owners begin to be tormented by questions - which oil And How many necessary flood V engine in summer And in winter? Also, when to pour, after what time or after what mileage of the car?

For diesel engines 1C, 2C, 2S-T Toyota cars must use oils according to API classifications. Recommended oils of class CD, CE, CF.
Which oil to use viscosity(SAE) depending on the season (winter, summer, autumn, spring) and temperature?

  • From minus 7° C and above, an oil with a viscosity of 20w-50 is recommended;
  • From minus 12 °C and above, oil 15w-40; from minus 18 °C and above, fill in 10w-30 oil;
  • From plus 10 °C and below it is better to use oil with a viscosity of 5w-30.

Oils can be used from different manufacturers with the specified characteristics. Regarding the use of oils for diesel engines from Russian manufacturers, then it is better not to use them.

Frequency of oil changes on diesel Toyotas with engines 1C, 2C, 2S-T

Note: when operating a vehicle (engine) in extreme conditions (in the mountains, in conditions of elevated temperatures and increased dustiness), replace motor oil should be done twice as often.

How to check the oil level in a 1C, 2C, 2C-T engine?


To do this you need to do the following:


How to change the oil in a 1C, 2C, 2S-T engine on Toyotas?

In order to change the engine oil, you need to perform simple steps in the following order:

  1. Park the car on a level place;
  2. Warm up the engine, then turn it off;
  3. Open the engine oil filler neck and remove the cap;
  4. Unscrew the oil drain plug from the bottom of the engine on the oil pan and drain it into a container;
  5. Replace the gasket with a new one and tighten the plug on the pan.
  6. Fill the engine with fresh oil in accordance with filling containers(see below);
  7. Replace the oil filler cap;
  8. Check the oil level again and make sure there are no leaks;
  9. Check the oil level and make sure there are no leaks with the engine running.

I pay special attention! When changing the oil periodically, be sure to replace oil filter engine.

Based on the requirements of the car engine, motor oil is selected according to two main criteria: the level of performance properties according to API and viscosity according to SAE.

Which one is better to use?

At the design stage, engine manufacturers determine oil brands depending on operating conditions and design features. After that, engine life tests are carried out and recommendations for use are issued. So, before choosing, you need to look at the operating instructions to see what exactly is needed. The oil indicated in the instructions is the correct choice.

If you do not want to fill in the original branded oil, then you can get by with non-original oil. And in order not to lose the warranty, you should choose it with the clearance and approval of the auto concern. The approval of the car manufacturer is one of the main guidelines when choosing. The approval designation indicates not only the name of the car brand, but also a special index, which is comparable to what appears in the automobile documentation.

Russian legislation does not limit the right of a car owner to use technical fluids of any brand. The main thing is that the product specifications comply with the manufacturer's recommendations. In the event of a breakdown of the engine, which was filled with non-original oil that meets the basic requirements, the dealer can refuse warranty repairs only if an examination establishes that it was counterfeit.


Use oil recommended by the manufacturer. If you choose yourself, then it is selected according to two main parameters: by group and quality class. It will also be useful to know.

SAE classification

The main property of motor oil is viscosity and its dependence on temperature over a wide range. Let's give standard classification according to SAE: 10W-40. The first designation "10W" indicates the application temperature, and "40" indicates the viscosity. Let's talk about each parameter separately.

The viscosity of the oil is indicated by the most noticeable numbers on the canister - this is the SAE classification. Two numbers separated by a W indicate that it is all-season. The first numbers indicate the minimum negative temperature at which the engine can be cranked. For example, when designating 0W-40, the lower temperature threshold is -35 o C, and for 15W-40 it is -20 o C. The number after the hyphen indicates the permissible range of viscosity changes at 100 o C.


Performance ranges of winter, summer and all-season oils


In average climates, it is recommended to use the “universal” 10W - it is suitable for most cars. If winters are harsh, then you should fill in oil of at least 5W class (0W would be best). For summer use, 10W is suitable.
  • when the car mileage is less than 50% from the planned resource ( new engine) it is necessary to use oils of classes 5W30 or 0W20. This is due to the fact that new engines have no wear, all clearances are minimal, so the bearings operate at lower viscosity.
  • when the car mileage is more than 50% from the planned resource (technically sound engine), it is advisable to use 5W40 class oils. This is due to the fact that with high wear, the load-bearing capacity is compensated by an increase in viscosity.

Modern engines require low viscosity oil, because... it has low energy-saving properties and allows you to save fuel. Liquids with a viscosity of no higher than 30 are poured from conveyors. If the car has a long mileage and increased consumption is noticeable, then oil with a higher viscosity index should be poured.

Classification by API

The classification of oils according to the conditions of their use and levels of performance properties has been repeatedly supplemented, but the principle of division into two categories - "S" and "C" - has been preserved. Category "S" (Service) includes oils for gasoline engines, to category "C" (Commercial) - intended for diesel engines.

The levels of performance properties according to API, in order of increasing quality requirements, are divided into categories "S" into classes (SA, SB, SC, SD, SE, SF, SG, SH, SJ, SL, SM and SN). The further the second letter is from the beginning of the alphabet, the better. For gasoline engines, the most modern marking is SN, and for diesel engines - CF. To designate universal oils that are used for gasoline and diesel engines, double marking is adopted, for example, SN/CF.

All liquids with a quality higher than SL can be classified as energy-saving - they save fuel. The difference in actual operation will be 2-3%. It is unlikely that you will feel it.


You should choose the latest API grade oil. The packaging must bear a marking designation of at least class SM or SN. This class gives best characteristics engine performance and reduce waste consumption.

Next, you just have to choose a brand. There is a wide choice here: domestic oils comparable to many foreign ones - after all, in their production they use modern base materials and additive packages. The main thing is not to run into a fake and buy in branded stores. Or choose the ones in tins, which are difficult to counterfeit.

We took three fully synthetic imported motor oils with SAE 5W‑30 viscosity from leading manufacturers that occupy the lion's share of the domestic market - ExxonMobil, Shell and Castrol. To this trinity they added the not so common, but no less well-known Motul oil.

How did you experience it? Using each of the oils, a specially prepared bench engine was spun in specified modes for one hundred and twenty hours, while its characteristics were compared at various stages of testing. The engine is a domestic eight-valve VAZ-21114 with injection, with a modified control program and an oil cooling system for the pistons.

Why is the engine not a foreign brand? Test conditions do not allow. The technique requires opening the engine before and after testing, measuring, checking defects, photographing and weighing parts. But modern non-Ukrainian motors cannot be disassembled or reassembled - crankshaft You can't take it off there. More precisely, you can remove it, but putting it back is already prohibited.

After a fixed time, we took samples of the oil - three times - to assess the rate of its aging. Changes in the physical and chemical parameters of the oil, as well as the content of wear products in it, were monitored. And opening the engine clarified the idea of ​​​​deposits and wear.

To eliminate doubts about possible counterfeits, we sent fresh oil samples to the laboratory to determine basic physical and chemical parameters and compared them with the indicated manufacturers. If they match, it means the oils are real, not fake. Another thing surprised me: the initial parameters of all four oils are almost the same. Are they from the same barrel? From different! This was discovered after measuring the dynamic viscosity over the entire temperature range. But first, let’s remember what viscosities generally exist.

KINEMATIC, DYNAMIC AND HTHS

There is a direct relationship between oil viscosity, friction losses and the wear rate of the friction unit. In classical hydrodynamics, two characteristics of viscosity are distinguished - dynamic and kinematic. It is the dynamic viscosity of the oil that is important for the engine, since it takes into account the change in density depending on temperature. And kinematic viscosity is important for oil workers; it can be accurately determined by a capillary viscometer. Previously, the viscosity parameters prescribed by the SAE class limited only the possible range of changes in the kinematic viscosity of the oil at a temperature of 100 °C. This range is for SAE oils 30 is 9.3–12.6 cSt; for SAE 40 oils it is wider than 12.6–16.3 cSt.

Now the SAE classification is supplemented by restrictions on dynamic viscosity at 150 °C. This is the so-called high-temperature viscosity HTHS (High-Temperature, High-Shear).

Previously, it was believed that the SAE classification was enough to select an oil, but then it turned out that it was not enough. Oils from the same group at operating temperatures can differ in viscosity by tens of percent, and this is essential for engine operation. That is why an additional restriction was introduced.

Manufacturers of modern oils are guided by opposing priorities. Thus, Shell claims the low viscosity of Helix Ultra oil, which determines low friction losses. And Motul has specially developed 8100 X-clean FE oil, which claims a high HTHS value. Who is right?

To complete the picture, we will go through all temperatures - from winter to fully operating modes, like a fully warmed-up engine. The highest values ​​of high-temperature HTHS viscosity at the first test are for Motul 8100 X-clean FE oil, as promised by the manufacturer: 3.2 mPa s versus 2.7 mPa s for Mobil. The run-up is almost 20%! This means that this oil will reduce the load on the bearing by 20% - or will increase the pressure on the bearing by the same 20% without worsening its operating conditions. The price for this is the highest values ​​of dynamic viscosity at negative temperatures: 8330 mPa s for Motul oil versus 6220 mPa s for Mobil oil. This means that in the Arctic and Antarctic regions it will be more difficult to start an engine with Motul oil.

However, it is more interesting to trace the dynamics of changes in this parameter throughout the entire period of testing. Mobil 1 ESP Formula and Motul 8100 X‑clean FE oils for 120 hours of torture Russian engine and Russian (not the best, as everyone says) fuel changed its parameters slightly and quite predictably. During testing, dynamic viscosity over the entire temperature range increased by only 3–5%.

But Castrol Edge FST and Shell Helix Ultra oils changed their viscosity by 21–28%! Moreover, the increase in viscosity of Castrol oil began almost immediately - such dynamics are uncharacteristic of the normal behavior of the oil. And Shell oil held up well until the middle of the test, but gave up in the second half of the cycle. As a result, by the end of the tests, the advantage that these oils had over Motul oil in terms of viscosity at low temperatures completely disappeared. Those planning to use these oils in harsh northern conditions have something to think about.

An even more expressive picture reflecting the rate of aging of oils is provided by an analysis of the dynamics of changes in kinematic viscosity at 100 °C.

And again: with Motul oil the viscosity remains virtually unchanged. For Mobil oil, the change in viscosity is more noticeable, and by the end of the test period it reached a threshold value. But Castrol produced a very significant increase in viscosity at 100 °C, jumping far beyond the permissible limits. The most interesting thing is that the viscosity at 40 °C began to decrease towards the end of the tests - this can be seen from the data in the final table. The viscosity index has gone as high as 210!

Viscosity index is an important parameter of motor oil, which characterizes the rate of change in viscosity with increasing temperature. The higher it is, the smaller the difference between viscosities at high temperature and at low. For full synthetics it usually lies in the range of 160–180.

And another strange thing about Castrol oil. Usually the alkaline number gradually decreases: a complex of detergent additives is activated. But here, on the contrary, growth!

It is possible that calcium or another element is returned to the oil from deposits formed in the engine, to which the device reacts. By the way, for the other three oils the same method gave the expected result.

We assessed the energy saving of oils twice, comparing it in the modes of our cycle with both fresh oil and 120 engine hours used. These results are also summarized in tables.

Here again it is appropriate to return to the conversation about HTHS. The oil with the highest HTHS value - Motul 8100 X‑clean FE - also showed the best result here. However, judging by the results, all tested oils can easily be classified as energy-saving. But those with a lower viscosity growth rate had the least changes in fuel consumption and engine power after a cycle of long-term tests. The effect of high-temperature viscosity was most clearly manifested when analyzing the protective functions of the oil. Analysis of the content of wear products in oil samples selected at the final stage of testing clearly reveals the unconditional leadership of oils with high HTHS. This is Motul 8100 X‑clean FE. Quite understandably: higher viscosity means greater thickness of the separating layer and less .

Opening the engine after the test cycles showed approximately the same final level of high- and low-temperature deposits, while more stable oils gave a slightly better result. But in general, all oils showed high results in these parameters, typical of high-quality synthetics.

NOT FOR RUSSIA?

Why did the oils perform differently during the tests? Two of them - Motul 8100 X-clean FE and Mobil 1 ESP Formula - worked without any problems, while the other two showed not so optimistic results. The very nature of oil aging, when the viscosity begins to decrease, but other parameters generally remain normal, most often indicates that the additives included in the used additive package are in conflict with something.

By undertaking this examination, we wanted to continue the topic of “oil plague” that we raised three years ago - unpredictable decomposition of oil, which produces black tar in the channels of the lubrication system, oil pan, and valve mechanism. This disease has killed more than one hundred engines. And oil workers named as one of the possible culprits of this disaster Russian gasoline. Then we found other causes of the “plague”, which were confirmed by experiment. But it was necessary to check the version about the influence of bad gasoline.

The solution was found after our examination of cheap 95 gasoline (ZR, 2015, No. 5), during which it turned out that most of them contain prohibited methanol. This is exactly the gasoline we used for our tests.

Thus, our research has confirmed that bad gasoline can really ruin the oil, and with it the engine. Yes, but Motul 8100 X-clean FE and Mobil 1 ESP Formula oils, running on the same gasoline, did not express any complaints about it! This means that the additive package can be adjusted so that the oil works normally under our conditions. Another thing is that not everyone succeeds.

In the meantime, we repeat: drive around unchecked gas stations in a wide circle! When it comes to choosing motor oil, we recommend choosing products with a higher HTHS value.

The motor, nerves and wallet will be more intact!

Fasting consists not only of eating rarely, but of eating little; and not in eating once, but in not eating much. The fasting person is unreasonable who waits for a certain hour, and at the hour of the meal, he completely indulges in insatiable eating, both in body and mind.

Venerable Seraphim of Sarov

Potato salad with garlic

Potatoes, garlic, vegetable oil, vinegar, salt.

Cut the peeled potatoes into cubes, boil until half cooked in salted water, drain the water, cover with a lid and steam until cooked. Cool the potatoes and put them in a salad bowl. Crush the peeled garlic with salt, season with vegetable oil and vinegar, mix, season the potatoes with the resulting sauce, sprinkle with finely chopped green onions.

Onion salad

Art. l. rice, 4 medium onions, 10-75 walnuts, 3 tbsp. vegetable oil, 2 tbsp. l. Wine or table vinegar, salt, pepper, carrots.

Bake the unpeeled onions in an oven heated to 190°C for about 1.5 hours. Cool, peel and finely chop. Heat the oil in a deep frying pan, fry the rice, then add 200 ml of water and simmer it over low heat until cooked, cool. Combine rice with chopped onion and chopped walnuts. Shake the oil with vinegar, salt, pepper and pour the dressing over the salad. Garnish with finely grated raw carrots.

Bean salad 1

100 g of different beans (red, white, etc. - 3-4 varieties), 2 apples, 100 g of chopped green onions, 1 small onion, 1 clove of garlic, parsley, 4 tbsp. l. Vegetable oil, 2 tbsp. l. lemon juice, 1 tsp. mustard, salt, sugar, pepper.

Mix beans and soak overnight. Then cook without salt until tender (30-40 minutes). Cool, finely chop the onion and green onions, mix with chopped herbs, crushed garlic, finely chopped apples. Pour in vegetable oil and lemon juice with sugar, add mustard, salt and pepper, shake well and pour this sauce over the beans.

Bean salad 2

100 g beans, 1 carrot, bunch, 1 tbsp. l. parsley, 10 g vegetable oil, 4 g vinegar, 10 olives, salt to taste.

Soak white beans in warm water for 2 hours. Then drain and add cold water so that it covers the beans. Cook over low heat.

As soon as the water boils, remove from heat, drain and add fresh boiling water. Put it back on the fire, add onion, parsley, carrots and cook until tender. After this, discard the beans until they have cooled, add salt and season with vinegar mixed with vegetable oil. Then add chopped olives and onion cut into rings.

Mushroom salad with onions

200 g of salted or pickled mushrooms, 30 g of green or onion mushroomsonion, 3 tbsp. l. vegetable oil.

Cut the mushrooms into strips, combine with chopped green or onions, season with vegetable oil, mix, put in a salad bowl and garnish with onion rings.

Marinated mushroom salad

300 g pickled mushrooms, apple, onions, tbsp. l. vegetableoils, salt, ground black pepper, dill.

Cut the mushrooms into strips, the onion into rings, grate the apple on a coarse grater. Combine everything, season with salt, pepper, vegetable oil, put in a salad bowl, garnish with onion rings and sprinkle with finely chopped herbs.

Salad "Klyukovka"

0.25 heads of cabbage, 1 carrot, 1 parsley root, 2-3 tbsp. l. finely chopped green onions, 3-4 tbsp. l. cranberry juice, 2 tbsp. l. dill, 2 tbsp. l. vegetable oil, pepper, salt.

Chop the cabbage into small strips, grate the carrots and parsley root on a coarse grater. Grind the shredded cabbage, carrots and roots well with salt, add chopped dill and green onions. Before serving, pour over cranberry juice, vegetable oil and pepper.

Russian pickle

Boiled potatoes, sauerkraut, pickled cucumbers, pickled mushrooms, pickled tomatoes, pickled onions, boiled carrots, greens (you can add other pickles, pickled vegetables and fruits).

Cut potatoes and carrots into circles, cucumbers into slices and circles, cut large mushrooms in half, add whole tomatoes, cut onions into rings. Place all the products beautifully on a dish, pour over vegetable oil, and garnish with herbs.

White mushroom vinaigrette

12-18 large fresh porcini mushrooms, vegetable oil, salted lemon, plums, capers, olives, salt.

Soak the mushrooms, wash them, boil them in salted water, let the water drain, dry a little with a towel, dip in batter, sprinkle with breadcrumbs and fry in vegetable oil. Cool the mushrooms, place on a dish, garnish with salted lemons, plums, capers, olives and pour over cold sauce.

Vinaigrette of salted milk mushrooms, saffron milk caps and porcini mushrooms

12-18 porcini mushrooms, milk mushrooms, saffron milk caps, 2-3 tbsp. l. vegetable oil, 2 tbsp. l. sugar, 1 tsp prepared mustard, 1 tbsp. l. chopped green onions,capers, salt, pepper, vinegar.

Soak the mushrooms overnight, boil them in salted water, cut them in half, place the porcini mushrooms in the middle of the dish, place milk mushrooms and saffron milk caps alternately around, and pour over the Provençal sauce. For the sauce: grind vegetable oil with salt and sugar, add mustard, a little pepper, dilute with vinegar in half with boiled water, add chopped capers and green onions to the sauce.

Bean cabbage rolls

150 g beans, 300 g onions, 120 g carrots, 60 g celery, 120 g rice, 750 g sauerkraut, 60 g vegetable oil, ground red and blackRed pepper Bell pepper, salt.

Boil the beans in water until tender along with coarsely chopped onions, carrots, and celery root. Place the finished beans in a colander, and then combine with finely chopped onions and fried in vegetable oil, boiled rice, ground red and black pepper, and salt. Mix the mass thoroughly. Separate a head of sauerkraut into leaves, roll each leaf with minced meat on it into a sausage shape. Place a layer of shredded sauerkraut on the bottom of the pan, cabbage rolls on top, cover them with whole cabbage leaves, pour in the cabbage brine and part of the broth in which the beans were cooked, and simmer over low heat. Serve cold with red bell pepper.

Beans (lobio) boiled with wine vinegar

500 g beans, 1/3 tbsp. vegetable oil, 3 onions, 0.5 tbsp. wine vinegar, black pepper, salt.

Boil the beans, pour the broth into a separate bowl. Pour vegetable oil into a frying pan, add chopped onions and sauté. Then add salt, ground black pepper, wine vinegar, stir and simmer for another 2-3 minutes. Then combine with boiled beans, pour in 1 tbsp. decoction, give 1-2 minutes. simmer and remove from heat.

Beans (lobio) boiled with wine vinegar and nuts

500 g beans, 0.25 - 0.5 tbsp. wine vinegar, 0.5 tbsp. peeled walnuts, 4 sprigs of cilantro, 2 onions, 2 leeks, a clove of garlic, 2 sprigs of parsley, capsicum, salt to taste.

Boil beans in the usual way. Crush peeled walnuts, cilantro, garlic, capsicum and salt together, dilute with vinegar, add chopped onions, finely chopped leeks and parsley. Combine everything with boiled beans and cook for 10 - 15 minutes, then remove from heat and let cool. This dish can be prepared more simply: add boiled beans to the resulting mass, mix everything well, place on a plate and sprinkle with finely chopped onions on top.

Beans (lobio) boiled with almonds

600 g red beans, 30 g raisins, 20 g peeled almonds, 20 g honey, salt to taste.

Place the boiled beans on a sieve, rub with a spoon, transfer to a bowl, add salt, add washed raisins, crushed almonds, honey and mix everything well. Then put it in a salad bowl and carefully trim it with a spoon.

Caviar made from bread and garlic

200 g wheat bread, 3 medium heads of garlic, 20 pcs. walnuts,2 tbsp. l. vegetable oil, 75 g lemon juice or table vinegar, salt.

Grind the garlic with salt, add chopped walnut kernels and grind again. Squeeze out the slices of wheat bread soaked in water and mix with the garlic-nut mixture. Beat the resulting mass with a wooden spoon, gradually adding vegetable oil until puree is formed, season with lemon juice or table vinegar. Place the caviar in a salad bowl and smooth it out with a knife.

Carrot caviar

1 kg of carrots, 500 g of onion bunch, 1 tbsp. tomato paste diluted with water,1 tbsp. vegetable oil, 5 bay leaves, 3 cloves of garlic, salt and pepper to taste.

Place tomato paste diluted with water to the consistency of thick sour cream and finely chopped onion in a saucepan, pour in vegetable oil, add bay leaf, add salt and simmer until the tomato is reduced and the onion becomes completely soft. While the onions are stewing, peel the carrots, grate and fry in a frying pan in a small amount of vegetable oil, adding water so that the carrots are stewed until soft. When the onions and carrots are ready, combine them and, stirring well, place in a heated oven. In the prepared caviar, add a few bay leaves, crushed garlic with salt, pepper and, when cool, place in a glass jar. Tie the jar with cellophane or close it with a lid. Caviar can be stored in the refrigerator for several months.

Pickled cucumber caviar

1 kg_ pickled cucumbers, 200 g onions, 50 g tomato puree, 40 g vegetable oil, salt and pepper to taste.

Finely chop the pickled cucumbers and squeeze the juice from the resulting mass.

Fry finely chopped onions in vegetable oil, add chopped cucumbers and continue frying over low heat for half an hour, then add tomato puree and fry everything together for another 15-20 minutes. A minute before being ready, season the caviar with ground pepper and salt. In the same way you can prepare caviar from salted tomatoes.

Vegetable caviar

3 beets, 1 carrot, 1 onion, 0.5 tsp. tomato puree, 1 tbsp. vegetable oil, citric acid, herbs, salt.

Boil the beets. Chop and sauté carrots and onions, add tomato puree. Pass everything through a meat grinder. Simmer the resulting mass. Season with vegetable oil, add citric acid and herbs.

Jellied dried porcini mushrooms

100 g dried porcini mushrooms, salt.

For jelly : 1 tbsp. l. (with top) gelatin, 2 tbsp. water, 3 tbsp. mushroom broth.

Boil the mushrooms, strain through a sieve, chop, and pour into a salad bowl. Pour gelatin with water, heat until completely dissolved, without allowing it to boil, combine with hot mushroom broth. Measure the volume and, if it is less than 5 tbsp, add boiling water. Add salt, pour over the mushrooms, stir, let cool and put in the refrigerator.

Jellied carrots and green sugar peas

400 g carrots, 200 g dried green peas (400 g fresh shelled),Art. l. (without top) gelatin, dill, parsley, salt.

Chop the carrots and boil in salted water, put in a salad bowl, strain the broth. Pour water over the peas for 6 hours, boil in it, strain the broth. Mix carrots and peas, add chopped herbs, stir. Combine the decoctions. Pour gelatin into 2 tbsp. broth, heat until completely dissolved, without bringing to a boil. The volume of liquid should be 2.5 tbsp. (if there is not enough, add hot broth or boiling water).

Add salt, pour over the peas and carrots, stir, when cool, put in the refrigerator.

Cauliflower aspic

Cauliflower, salt.

For the jelly:1 tbsp. l. gelatin, 2.5 tbsp. vegetable broth.

Boil the cabbage in a small amount of salted water, cut into thin slices, and place in a salad bowl. Strain the broth, pour 2.5 tbsp of gelatin. hot broth, heat until completely dissolved, without boiling, and pour over the cabbage. Let cool, put in the refrigerator.

Potato jellied meat

12-15 potatoes, 2-3 onions, 3-4 tbsp. l. vegetable oil, 10-12 cloves of garlic, 0.5 tbsp. boiled water, salt, ground pepper, herbs (you can use dried herbs).

Boil the peeled potatoes. Drain the broth, rub the hot potatoes, add fried onions, ground pepper and dilute the prepared potatoes with vegetable oil to the consistency of thick sour cream.

Place the mixture in a plate in a 4-5 cm layer. Level the surface, apply a wave-like pattern with a spoon and place in the refrigerator for 2-3 hours.

Sprinkle chilled potato jellied meat with finely chopped herbs. Serve the garlic dressing separately. For the dressing: grind the garlic with salt, add boiled water, add ground pepper.

Apple chutney

100 g raisins, 1 small onion, 2 apples, 3 tbsp. l. lemon juice, 1 tbsp. l. honey, 1 tsp, l. mustard, salt, pepper.

Chop the apples, place them together with all the other ingredients in a bowl and beat everything with a mixer until a homogeneous mass is formed. Lastly, add salt and pepper to taste. Keep refrigerated.

Apple-orange delight

3 apples, 2 oranges, 1 small onion, 0.5 lemon, 1 bay leaf,salt, sugar, pepper, cinnamon, cloves.

Place chopped apples, oranges, onions, bay leaves, zest of 0.5 lemon and lemon juice in a saucepan and simmer until the apples are soft. Then add salt, pepper, add spices, sugar if necessary, and mix. Keep refrigerated.

This sauce can be made from any jam by heating it to a liquid state and adding finely chopped onion, garlic, salt, pepper, lemon zest, lemon juice, mustard so that the mass is sweet and sour and spicy (it burns the tongue). If you want to get chutney, break it all up with a mixer, if it’s a real chutney, leave it as is, in pieces.

Apple and green pea paste

500 g green peas (frozen or canned), 1 onion, 2 large sweet and sour apples, vegetable oil.

Frozen peas should be boiled in a small amount of water (4-5 minutes). Finely chop the onions and apples and simmer them in oil in a frying pan until soft. Combine peas with apples and onions and puree with a mixer. Hold for another 2-3 minutes. on low heat.

“Pay the most strict and active attention to this daily action of yours, to eating and drinking, because your spiritual, social and family activity depends very much on food and drink, on their quality and quantity.”

Holy Righteous John of Kronstadt

“Making engine parts requires impeccable workmanship. I doubt that mechanical engineering has advanced so much in Russia...” (Rudolf Diesel)

These words were spoken by the famous German engineer, who invented the compression ignition engine at the end of the 19th century, in response to Russian industrialists’ proposal to produce such engines in Russia. And yet, it was here that at the beginning of the 20th century, at the Kolomensky plant in St. Petersburg, they mastered the production of marine diesel engines at a time when Germany itself had already abandoned them after a number of unsuccessful experiments. The inventor then recognized the great potential of Russian industry: “What a pity that in Europe we are lagging behind you”(!)

Ironically, it was only at the end of the 20th century that small-displacement diesel engines for “wide consumption” appeared in Russia. And since we still don’t have our own light heavy fuel engines, we had to get acquainted with them thanks to the same foreigners. We are mainly of Japanese origin, and then also Korean, with an eye on the Japanese.

But Asians, as it turned out, did not themselves understand everything about Diesel’s legacy. In any case, they did not take into account the Russian specifics of operation. And our people had to undergo dieselization in a tough, impromptu manner. In close, so to speak, cooperation: some selflessly test, others correct mistakes and draw conclusions.

Yes, diesel sounds like that. Sounds proud. Strong, even traction, moderate appetite, more affordable fuel, a theoretically high resource - all this is in perfect harmony with the ideas of practicality and unpretentiousness in operation, which is especially valuable for utilitarian vehicles such as a jeep or a cargo-passenger station wagon, not to mention purely commercial models. In general, the advantages are obvious. What are the disadvantages? About them below.

However, below are just generalized results of the experience of one of the Irkutsk services - “PolitechAvtoGrad”. Service technicians have been involved in complex repairs of foreign cars since the early 90s, have higher technical education and scientific titles, and teach at universities. Literally like this - today they give lectures, and tomorrow they spend the whole day in the belly of a disassembled engine. In general, overhaul of Japanese and Korean diesel engines has long become one of the main practical activities.

Science and life

When normal spare parts were not yet available, low-temperature plasma spraying technology was mastered to restore rubbing surfaces. By the way, developed at the Polytechnic University at the department of welding production. It’s impossible to count how many engines have been brought back to life in this way, but the fact is eloquent: repair know-how is still successfully used in particularly difficult cases.

But the appearance of normal spare parts did not bring repair prosperity. The masters discovered truths that diverged from the usual logic of malfunctions. I had to master repairs for which there are no spare parts in principle, for example, restoring cracked block heads. By the standards of engine manufacturers, this is nonsense, and in some cases impossible in principle, but, as they say, need creates demand. However, a lot of things have emerged.

In general terms, all diesel engines, as a rule, died due to several root causes, which appeared individually, but more often in a friendly union with a magnificent synergistic effect. These are low-grade and dirty fuel, low-quality oil, a broken (and often structurally imperfect) cooling system and high speeds on the highway. Moreover, if we take the most common Asian concepts of passenger diesel engines, namely prechamber ones with heads made of aluminum alloy, then the degree of influence of the first two elements is not as critical as the last two, which lead to the main problem - overheating, and this is a death sentence for the head and other troubles with almost no cases of pardon.

And what’s typical is that it doesn’t really matter whether it’s a turbocharged diesel engine or an atmospheric “breathing” one. The compressor itself is a forced and dependent thing, an obedient servant, basically lives as the “system” orders. Although his work strains this system, it does not contradict it at all; on the contrary, it makes it healthier. To take the energy of exhaust gases, doomed to an inglorious fate, and direct them to increase the efficiency of the engine - what is better? Harmony!

But what really leads to the certain death of a diesel engine is speed. And he honestly warns about this with his limited operating range, “shut up” early during promotion. But how are we? I stood in the left lane, pressed the trigger all the way, and now the needle went beyond 140. Having no idea what processes were currently taking place inside the engine.

And they actually stop there. The engine simply cannot keep up with itself! Unlike gasoline, classic diesel lives by its special nature. It is inert, the processes of lubrication and cooling of parts in it seem to be inhibited. If you “stoker” it to the fullest, then the harmony of the functioning of the body will be disrupted. This is something like a theory of changes in time and matter at speeds close to the speed of light: the car “flew” far and fast, but the diesel engine remained “in place” and aged greatly.

Other stories directly illustrate the above: “I’m walking along highway 160,” explains the owner of a far from old diesel Prado, “suddenly there’s a knock, the engine doesn’t pull, then it stalls completely, in short, it suddenly died.” Then severe scuffing in the cylinders is discovered!

Off-road, where the mode is static, diesels are in their element, but on the highway it’s like being in someone else’s monastery. And then antifreeze, heavily diluted with water and air pockets, aggravates everything. Normal antifreeze at least has a high boiling point, but with water it begins to bubble early and undercools the hottest and most “inert” parts.

No more than 110 km/h - this is the maximum speed for a diesel car, recommended by our practice. In theory, such a speed limit should be minted in front of the driver’s eyes or limited forcibly. But Japanese automakers are not kamikazes. With them, everything is correct in a market way, everything is calculated down to the “millimeter”. Passenger diesel engines are definitely designed for three to four years or even five years. Then it all depends on the design features and how the machine was operated during these three or four years. But this knowledge, as on the pathologist’s table, is already revealed on the tables of capitalists.

Squishy

There is a direct dependence of the total service life of diesel engines on their working volume. And there is such a thing as maintainability. There is a certain group of engines that have a relatively short service life, and after which they are unprofitable to repair - it is often better to replace them completely. These include many 4-cylinder engines with a volume of up to 2.0 liters and a little more, installed in cars, minibuses or small minivans. The well-known 2C, 2CT, 3C, 3CT for Toyota, CD-17, CD-20, LD-20 for Nissan, R2, RF for Mazda, and 4D65/68 from Mitsubishi in the same category.

They have a factory resource of somewhere up to 300 thousand. If you come to us with a real mileage of up to 100 thousand, then under favorable operating conditions they can still please you with the work, but often they come with not such a mileage, and without knowing the “advantages”. Therefore, it is quite unexpected for owners of “fresh” cars to “stop” due to wear on the CPG or a split and misaligned head.

After a major overhaul, the cost can still be up to 140-180 thousand, the maximum recorded is up to 230 thousand, but the repair itself is expensive, since a lot of parts have to be changed or restored. 2ST turned out to be especially unsuccessful in this company - both weak in design and difficult to repair.

What exactly are they “accused” of? Much of the blame, of course, lies with the notorious “conditions,” but the question is also a question of constructive endurance. And a concrete example will never keep you waiting. Here is a nice Toyota TownAce Noah minivan, only from 1997, but it is already standing with the hood raised and the head removed from the 3CT diesel engine (volume 2.2 liters). The head is in a deplorable condition: finger-thick cracks in the bridges between the valves, possible cracks in the pre-chambers, as well as cavitation wear of surfaces in the working chamber area.

The first is due to the weakness of the head, which could not withstand load conditions for a long time and some problems with the cooling system, that is, obvious overheating. The second is an academic example of the efforts of our wonderful sulfurous diesel fuel, which, in company with the bursting “antifreeze,” creates a real acid bath in the combustion chambers. Why does a metal designed to withstand high pressure and temperature, begins to literally be “eaten away”, like a tree by termites.

Failures in the power system probably also helped here, so perhaps it was not far from burning out the pistons. The verdict will most likely be this - replacing the head, since welding and repairing such damage simply does not make sense.

Middle Yaki

The more durable and maintainable, or, more precisely, repair-friendly, includes the group of diesel engines that power the “impact” part of our fleet. These are also 4-cylinder engines, but with a displacement of approximately 2.4 to 3.0 liters. Need I say what layer of cars they combine? Legion. No, the army! After all, there are popular middle-class SUVs and light commercial vehicles here. After a high-quality overhaul, middle peasants still travel 250 and 300 thousand km.

But with them, not everything is so simple - the world of the middle class is complex and diverse, and their karma is not sugar. Being common under the hoods of prestigious jeeps, they provoke more high-speed exploits, after which they present not only broken gaskets and split heads, but also scuffs in the CPG and tension in the timing belt. Moreover, all this may come back to haunt Japan, but here we will respond very quickly.

Of this cohort, the most common, since this is a Toyota, but far from problem-free are the 2.4-liter 2LT and the newer 3.0-liter 1KZ, “fashionable” nowadays in terms of freshness HiLux generations Surf, Prado or HiAce Granvia. Both are turbocharged, but that doesn't matter since the same problems occur in the naturally aspirated 2L and even 3L. It’s just that those two are, as they say, at the forefront of the popularity ratings.

So, it has been noticed that after 7-8 years of life, these diesel engines tend to “say goodbye” to their heads. And since the purchase of second-hand cars occurs at about this age, a call has already arisen: if you take a car with such a diesel engine, buy a spare head. It will come in handy in the not so distant future, and perhaps in the very near future, literally on the way home from the market. As was the case, for example, with Rostov distillers who were driving Granvia with 1KZ from the East and already in Winter realized that the rising temperature and boiling-off antifreeze would not allow them to reach home. We had to make it with a U-turn to Irkutsk, in tow, where the split head was replaced.

Theoretically, the larger 1KZ with the same degree of boost has a longer service life than the 2LT, but apparently does not tolerate overheating better. In addition, it turned out to be much more whimsical in repairs. If cracks in the 2LT head are repairable in almost 100% of cases, then in 1KZ only in half of the cases - if the cracks are only in the bridges between the valves. If the housing is from the prechambers, then nothing can be done, and what’s worst is that they cannot be detected outside of working on the engine. It happened that cracks in the jumpers were healed, the head was installed, and it continued to “siphon” antifreeze.

In this regard, it would be necessary to talk about preventive diagnosis and prevention of such problems. The loss of antifreeze is often perceived as a problem with the radiator, and is perceived by service centers. There is an example when a 1994 HiLux Surf with 1KZ had its cooling system repaired three times, eliminating the loss of antifreeze, and at that time it was already burning out with might and main through cracks in the head.

The loss of antifreeze must first be “looked for” in the expansion tank - with a damaged head, a “steam room” and “jacuzzi” will be observed there. Needless to say, like diesel engines with a camshaft belt drive, both need timely replacement of the belt - if it breaks, the pistons fight with the valves.

Capricious

Popular SUVs Mitsubishi Pajero and Delica have taken root widely with two diesel engines: the older 2.5-liter 4D56 and the newer 2.8-liter 4M40. They also took root, not without problems, and due to the different design, each in its own way. Moreover, the 4D56 is not as “dead” as is often said about it. It’s hardly worse than the Toyota, and maybe even stronger, although it definitely can’t stand strong overheating.

But there are plenty of other weaknesses and unnecessary worries: weak rocker arms and camshaft housing, increased wear of the cylinder-piston group. And then there is the balance shaft, which, like an important gentleman, is driven by a separate strap. Some people ignore replacing it, but in vain - when it breaks, it falls under the camshaft belt, perhaps just replaced, it either breaks or slips, but the result is the same: the meeting of the pistons with the valves and fatal destruction.

In this case, the real role of the balancer, which dampens second-order vibrations on Idling, seems petty: with our fuel, vibrations in all diesel engines still seem equally high; the 4D56 does not show any advantages over simpler Toyota diesels in this regard. Therefore, there is a recommendation to remove this strap altogether; without it, it is unlikely that the engine life will be lower than what fate has destined for it.

But the relatively modern 4M40, in addition to being more powerful and high-torque, is, in principle, more advanced in terms of reliability. Here there is already a chain in the camshaft drive, but the main thing is the exclusive technology of “strengthening” the cylinder mirror in the area of ​​top dead center, as is known, in the most critical area for wear.

It’s not clear exactly what the method is, whether it’s a special heat treatment or metal-ceramic inclusions, but the cylinders in this part have clearly visible “dotted lines” in a checkerboard pattern, which are really beneficial. With the 4M40, unlike its predecessor, there are no complaints about the life of the CPG, unless the oil is oversaturated with soot and dust dirt - a wonderful abrasive. Again, in case of overhaul, such cylinders are unlikely to be restored.

But, of course, this signature “chess” was discovered only during autopsies? Yes, because the 4M40 turned out to be even weaker than the 4D56. It breaks through the gasket and cracks quite often. Perhaps due to the fact that the high-power 4M40 provokes more high-speed drive, and the prechamber aluminum head here does not have such a safety margin as the cylinders. But what’s also offensive is that the chain did not become a panacea in achieving unpretentious timing. A typical disease is its stretching and possible breakage! So, if you can hear the steel “rustle” of the chain in the general noise of the diesel engine, it is better to change it, but it will cost more than changing the belt of the “old man” 4D56.

The one who is really strong from the Japanese cohort of 4-cylinder middle peasants is Nissan's low-powered cast iron diesel engine of the TD series, widely known for its Terrano SUVs, pickups and trucks. If Toyota with 2LT comes in for head repairs 2-3 cars per month, then Nissan with the common TD 27 comes in for the same amount, but in a year! Very tolerant of overheating. In this case, there are no belts or chains - the lower camshaft, everything is driven by gears and rods. Iron cargo concept! It seems like the best example of vitality and unpretentiousness?

Yes, but other problems are typical here - increased wear of piston and timing parts: camshaft cams, rocker arm axles, valve lifters. Again, such statistics may be a consequence of the typical manner of operating “indestructible” engines using low-grade oil. And in this sense, Nissan TDs often show a textbook example of the irreversible collapse of a diesel engine in our conditions.

When the piston wears out, often due to high speed loads and/or dust, when scuffing occurs, more gases break into the crankcase and excess pressure is created. Through the ventilation system, more oil vapors enter the fuel, and a mixture literally black with oil begins to be injected into the cylinders. Carbon deposits on the pistons and valves intensify, the engine begins to make noise, shake, smoke, consume oil and fuel, and cannot run. In short, “bend over.” The owner begins to fill in the cheapest oil, after which nothing can stop the avalanche-like systemic diesel crisis.

Special

And the fact that oils, despite similar quality designations, are actually different has long been confirmed by comparative practice. For example, there was a case of identical overhaul of identical Korean diesel engines from Kia Besta minibuses operating on the same route in the same mode. After renovation in one Lili good oil, and in the other it’s cheap.

There were no identical results, as the advertisement likes to say! After about a year, the one that worked on a cheap one had to be disassembled due to the knocking of the crankshaft and had to be bored to fit the liners of the next repair size. The one that worked on a good one also had to be disassembled with almost the same mileage, but the liners were in excellent condition, like new. Another thing is that the reason for disassembly was already different - a broken valve seat.

Yes, Korean diesel engines produced under Japanese licenses should not stand out in any way, but they have their own specific points. For example, standard diesel engines for the Kia Besta, which are structurally similar to the 2.2-liter Mazda diesel engines, do not have a long service life, but the diesel engines in the Hi Besta or Topic are already a wonderful example of gigantic performance. The fact is that with a working volume of 2.7 and 3.0 liters, they have a crankshaft from a 3.5-liter SL diesel engine, known from the 2-ton Mazda Titan trucks.

Their resource is excellent: even after Korea, they can take care of up to 300-400 thousand, and after major repairs the same amount and often up to 600 thousand, if you don’t save on oil. But there remains a problem with the head - when it overheats, it knocks out the valve seats, after which fragments break the pistons and liners. On occasion, saddles have to be strengthened with special treatment. Actually, the heads of Japanese Mazda diesel engines also do not like overheating, although the piston head is quite reliable and repairable. Most diesel engines have cast iron liners of the floating type, that is, they can be easily removed and inserted without any complications during break-in.

And in this they differ from the Japanese “king of diesel engines” - Isuzu. Its common cargo diesel engines with a volume of 4 to 6 liters have a very high service life, but are relatively expensive and difficult to repair. They have thin-walled steel sleeves that are installed by pressing. We can still bore such sleeves, but we can’t hone them, so we have to replace them with new original ones, which are very expensive. Moreover, when pressed, such liners acquire a certain faceted shape, which is why during the period of grinding in parts there is a high oil consumption, and this can last up to 20 thousand mileage.

If we talk about Bighorn SUVs, they were only good in diesel versions until 1998. The well-known 3.1-liter 4JG is generally quite a strong and reliable engine; it could even withstand water hammer without any consequences, although it is also relatively expensive to repair. But after 1998, Isuzu made a breakthrough with its new 4GX1 diesel engine, equipped with ultra-high pressure common-rail direct injection. And immediately everything turned upside down.

The engine efficiency is excellent, the response like a gasoline engine, the typical diesel inertia is no longer observed, but the service life and maintainability are already poor. This can be seen from the ubiquitous rubber seals, including the injector cups, from the inaccessibility of diagnostics, and from the unsuccessful power supply circuit. If the plunger pair of the injection pump wears out (not in-line, of course), then diesel fuel begins to seep into the oil pan, diluting the oil with all the known consequences.

One such diesel engine has already been “overhauled”; another has had its pump replaced, which costs $1,600. At the same time, we had to correct the design shortcomings of the Japanese mechanics in favor of the survivability of the diesel engine, namely, they came up with the idea of ​​dividing the fuel supply system in such a way that diesel fuel would no longer fall into the sump. But all this does not justify the new generation engine, which is alien to our traditional ideas about “mileage”.

So Nissan in the latest versions of Terrano also distinguished itself with the new ZD30 diesel engine with a common-rail system, although the service technicians have not yet worked closely with it. Maybe the design is more successful and reliable, or maybe it just hasn’t happened yet due to its low prevalence. Probably everything is ahead.

Aksakals

And briefly about those on which the glory of diesel and the most honorable SUVs rests. Straight sixes. The most successful example of service life and maintainability remains with 1HZ and its modifications, known from Toyota Land Cruiser. Despite the upper shaft and its drive by a belt from the fuel injection pump, this is a perfectly balanced design without any obvious weaknesses.

Firstly, this is one of the few diesel engines that starts well in the cold, and with proper maintenance can operate up to 500-600 thousand without visible piston exhaust! And only dirty or low-quality oil can kill CPG much earlier. However, before this time, problems with the head may also arise - both cracks due to overheating and cavitation wear due to sulfur diesel fuel and problems with fuel equipment.

Nissan's lower TD42 was seen even less often, perhaps due to its noticeably lower prevalence. It also cannot be named as having any obvious weaknesses, except for those problems that plague 4-cylinder TDs in terms of increased timing wear. And all the same, Nissan's 4.2-liter cast iron is much more durable than its "little brother" - the 2.8-liter RD28 inline six, which has head reliability at the level of 2LT or 4D56.

What should I say in conclusion? It probably remains to give some advice and considerations from professionals for those who have or are planning to purchase a diesel car. As for other discoveries in the field of Rudolf Diesel’s legacy, we will probably have to return to them more than once.

Vasily Larin

If we take Japanese second-hand ones, and especially trucks, then their diesel engines are already well-conditioned in their homeland, and in our country they often start to smoke and mope, seemingly in a completely good external condition. Nobody knows that instead of sales values ​​on the odometer there were numbers two, three, or even four times higher. And for some reason, it’s customary for us to keep diesel engines on an oil diet, they say, since the volumes of refills are large, we need to fill something simpler and less often.

But what is more striking is this: if you interview the owners diesel cars, a strange picture emerges - many refuel as necessary, as long as it’s inexpensive. That is, from cheap fuel trucks, from tractors, with stolen substandard fuel. It must be said that equipment often shows miracles of survivability, but in general it turns out that such an attitude is not a reason to blame everything on fuel.

At the same time, the following trend is obvious: the fleet of diesel vehicles is becoming larger and more complex, the model range is being updated in design, the specific power is increasing, and along with this, the requirements for fuel quality. Volume demand for diesel fuel, naturally, is also growing, and at an unprecedented pace. According to some data, in our region over the past year only official retail sales of diesel fuel have increased by at least a third! The popularity of diesel fuel is already evident from the price tags at gas stations; it is no longer a widely available fuel.

At the same time, there is a tendency to increase the illegal circulation of diesel fuel, including frankly substandard ones. Illegal structures immediately respond to increased demand, which no one can fully cope with.

Meanwhile, factory Russian diesel fuel can be quite decent. For example, modern GOST TU for fuel of the DZECH brand (diesel winter environmentally friendly) regulates fairly high physical and chemical characteristics. Thus, the maximum filterability temperature (beginning of waxing) should not be higher than -25°C, there should be no mechanical impurities and water at all, and the most critical quality indicator - the mass fraction of sulfur should not exceed 0.05%.

It must be said that this is not the highest sulfur parameter when compared with the best foreign varieties, but the progress is obvious. For example, with appropriate motor oils, such diesel fuel is acceptable for any modern diesel engines of Japanese and European production, serviced on time.

With only one caveat, that the fuel reaches retail sale in exactly this quality, delivered and stored in accordance with all the rules, tested in laboratory conditions, with a genuine quality certificate for compliance with GOST, TU, etc. By the way, winter diesel fuel is produced using more expensive factory technology using the method of special fractional distillation. And the “bodjazhniki” “produce” it by mixing summer diesel fuel with lighter products, in other words, with gasoline fractions. In this case, filterability can somehow be ensured, but the lubricating properties of the fuel and the cetane number will be lost, and dirt and water will certainly be present during such mixing.

Therefore, probably, diesel drivers, taught by bitter experience, now do not rely on the “omnivorous” nature of engines, but try to decide on some proven gas stations.

4Besides sulfur, water remains the most terrible enemy in diesel fuel. The ideal refueling option is in separate containers from good gas stations and then into the tank through a mesh after a long period of time.

5 Oils for diesel engines should not only be changed more often, but also have the following main parameters: high dispersing and anti-wear properties, stability and, in general, high resistance to the harmful effect of “polishing” the cylinders (occurs when there is excessive accumulation of soot and dust). Road dust is the strongest abrasive, and often gets into diesel cylinders due to leaks in the air path. Follow!

6Do not add water to the cooling system, do not fill in suspicious antifreeze and keep an eye on the expansion tank - this is an indicator of the diesel engine’s condition.

7Before handing over a moping diesel engine to the arms of a Wynn’s cleaning apparatus, it would be good to do a general diagnostic of the systems - isn’t it time for more serious repairs right away?

8Diagnostics - is the diesel engine suitable for repair or is it better to replace it entirely, it is not expensive. The main thing for the owner is to be able to distinguish bad sounds from the characteristic diesel noise in order to visit specialists in time.

9Use fuel additives and cleaning procedures to fuel system is not forbidden, but only in strict accordance with the instructions and reliable means (for example, Hi Gear and Wynn’s drugs have proven themselves to be quite good).

10If you buy a second-hand diesel car, have a reserve of funds for possible major repairs.

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