Originally Posted By: knerml
To meet the VW 502 spec, look for "European formula" oils. VW 502 should be specified on the back of the bottle.
Suggest going to Walmart and just buying either Mobil 1 or Castrol Edge, whichever is available amd/or cheapest.
Either 5W40 or 0W40 will be fine in Chicago.
You are very correct in advising a European spec'd oil for cars built there. Our API rated oils are not approved for use. A recent article in Motor magazine reports on this.
"Better Quality Oils Matter
As you were digesting the alphabet soup above, you might have wondered: Where are the European automakers? In the European Union, the European Automobile Manufacturers Association (ACEA) is the main lobbying and standards group of the automobile industry. They have no representation at API, nor do they have any interest in having any, which poses a challenge for those seeking harmonization of engine oil standards globally, given that vehicles and engines are sold worldwide.
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But there’s good reason for this. European synthetic motor oils formulated to ACEA specs use different base oils than their North American synthetic—and even full synthetic—counterparts.
Here’s what we’ve been told about the European engine oil experience with both GDI and TGDI engines using ACEA spec synthetic motor oil, compared to the same engines here in North America on API/ILSAC full synthetic engine oil:
The engines in Europe perform better and last longer.
The engines in Europe don’t have incomplete combustion issues.
Over their lifetime, it costs less to maintain GDI and TGDI engines in Europe.
The two very different synthetic engine oil track records speak volumes. If you have doubts, get an oil analysis of ACEA synthetics and API/ILSAC synthetic motor oils done and compare the results. Or speak to a fellow shop owner you know who regularly services Mercedes-Benz, BMW or VW/Audi vehicles with ACEA grades of synthetic motor oil recommended by the automaker.
Then ask that owner about his experience regarding the differences in full synthetic oils that are manufactured to European standards vs. North American standards.
There’s a distinct lack of awareness in North America that its full synthetic motor oils may not be equal in quality or performance to those manufactured to European standards. This may be why nearly all American-manufactured full synthetic motor oils have a disclaimer on the label: “This motor oil cannot be sold in Europe.” Engine oil manufacturers are aware of the differences, even if many service and repair professionals and their customers are not.
Service Implications
It’s clear that “full synthetic” is a marketing term that’s not well understood by consumers. It’s also evident that too many motorists—no automotive professionals, one hopes—also don’t appreciate the differences in motor oil quality, espousing an “engine oil is just a commodity; any oil will do” attitude, if you will. Likewise, we’re confident that some shops providing oil change services to owners of European vehicles are using API/ILSAC full synthetics rather than the specific engine oils those vehicle manufacturers recommend.
Both situations are problematic. Customers here who use the lower quality oil end up paying more for maintaining their vehicles (for induction cleaning and engine rebuilding/replacement, for example). Then there’s the negative impact on our image as automotive professionals. We’re expected to know and advise better and then, once they’re fully informed, let our customers choose how to proceed. The questions: Do we, and are we fully informing those we serve?
Dealerships have not previously been under pressure to do what’s right either, from an engine oil perspective, for their TGDI vehicles’ long-term health. Nor are they compelled to be concerned about the vehicle owners lowest long-term cost of ownership. But with the shift to manufacturing a growing number of their vehicles with TGDI engines, domestic and Asian automakers have been pressing their lubricant and additive manufacturing cohorts in API to develop engine oils engineered to address LSPI and other TGDI concerns.
Independent shops often end up dealing with deferred maintenance, which arguably should have been performed earlier but wasn’t. In addition, shops have the difficult task of explaining carbon buildup, excessive sludge formation and other issues to the original or second owner, who had no idea of these potential problems or their cost when the vehicle was purchased.
It’s important to continue the best practice in recommending the correct motor oil to customers and educating them why. It’s also important to continue industry education and having “coffee shop talks” with other shop owners to make them better aware. And we need to work with like-minded industry organizations to educate the public that their choice of motor oil does indeed matter. All three initiatives will expose service and repair facilities that aren’t doing what’s in our customers’ best interest. Consumers need to understand the consequences of using anything less than the right quality engine oil.
For GDI and TGDI engines, manufacturers are selling improved GF-5 category motor oils. But the newly adopted and recently licensed SN Plus and SN Plus Resource Conserving oils are a new classification of GF-5 lubricants, and may be used in conjunction with API SN and API SN Plus RC seals.
According to API, “SN Plus and SN Plus Resource Conserving will be the proper motor oils for your operation. Both make it easier for consumers to select engine oils designed specifically for use with GDI and TGDI engines. And both address resolving LSPI issues, offer improved protection for timing chains, valvetrain components, stop-start engines or any vehicle that features frequent starts and/or starts after extended periods of downtime.”
Both will continue to be labeled GF-5 according to viscosity grade. Also, remember that the only SAE grades covered by GF-5 are SAE 0W-XX, SAE 5W-XX and SAE 10W-30. All ILSAC GF-5 licensed engine oils are now required to properly protect against LSPI, which affects GDI and, to a larger extent, TGDI engines.
“API SN Plus was developed as a lubricant solution to address the issue of low-speed preignition in the field,” notes Matt Timmons, Vice President, OEM Engagement, The Lubrizol Corp. “OEMs required a solution to an increasingly prevalent and severe problem that plagued their vehicles. With the Sequence IX Test for LSPI, those vehicles are now better protected. OEMs have a lubricant solution for an issue that would otherwise require costly, time-consuming and progress-inhibiting engine redesign.