Is this a product this M1 ESP that I could run in my 2017 Honda Accord 2.4 with direct injection? Are there any pros or cons to using this over a regular 0w30 or 5W30? Any advice that all help would be greatly appreciated thank you
VOA - Mobil 1 ESP 0W-30
- Thread starter CarbonSteel
- Start date
- Joined
- Dec 24, 2013
- Messages
- 614
Yes it will be great. I use it in my 2018 accord. It’s better than the AFE 0w30 and Vanilla 5w30. ESP is ACEA C3 rated and Carries the following manufacturer specs
| MB-Approval 229.31 |
| MB 229.51 |
| MB 229.52 |
| PORSCHE C30 |
| VW 504 00 |
| VW 507 00 |
It’s essentially a diesel oil, based on the certifications. I poured some into my in-laws ML320 CDI Diesel Benz last week because it met the specifications.
It will work in the Accord but I don’t see how it will benefit your engine. It doesn’t produce loads in Soot during normal operation.
It will work in the Accord but I don’t see how it will benefit your engine. It doesn’t produce loads in Soot during normal operation.
- Joined
- Dec 24, 2013
- Messages
- 614
It’s not just for diesel since it’s VW 504 as well. direct injected engines do produce soot His 2.4 liter is a direct injected engine and the 1.5t in my accord is also direct injected turbo. That oil helps with the fuel shearing the oil as well.It’s essentially a diesel oil, based on the certifications. I poured some into my in-laws ML320 CDI Diesel Benz last week because it met the specifications.
It will work in the Accord but I don’t see how it will benefit your engine. It doesn’t produce loads in Soot during normal operation.
4WD
$50 site donor 2025
where I live - it costs less at AZ than Walmart online - and that’s not the norm …
4WD
$50 site donor 2025
Yeah - D’paint has run it in his Jeep gasser for a long time …
I recall a period where there was much debate (even Shell jumped in) about HDEO’s in gassers and cat concerns … but seems logical that an ESP lube is a bit milder in that regard …
Holy ****...
Well put together and very informative post.
What’s the HTHS of the ESP 0/30
One might suppose that the deleted member was deleted.
The HT/HS will be at least 3.5 and not likely to be much higher.
It will also benefit the higher HTHS and ZDDP
It's at least 3.5 HTHS but probably not much beyond that.
Correct.
Last edited:
What’s everyone’s opinion on the upper limit of Ca for LSPI prevention with small TGDI engines?
I was just having a conversation with someone about this on another board.
He feels that the ~ 1700 ppm of Ca in M1 ESP 30 grade is too high for small TGDI engines.
Relevant for me right now considering that the M1 ESP 0W-30 is now available for nearly the same cost as other mid to upper end synthetics on the shelf at Walmart.
I’m considering getting a Hyundai Elantra N. Given that the Elantra N calls for a 0W-30, and I’m already using the M1 ESP 0W-30 in our van, it would make a lot of sense to also use it in the Elantra N, should I decide to buy one.
@RDY4WAR
I was just having a conversation with someone about this on another board.
He feels that the ~ 1700 ppm of Ca in M1 ESP 30 grade is too high for small TGDI engines.
Relevant for me right now considering that the M1 ESP 0W-30 is now available for nearly the same cost as other mid to upper end synthetics on the shelf at Walmart.
I’m considering getting a Hyundai Elantra N. Given that the Elantra N calls for a 0W-30, and I’m already using the M1 ESP 0W-30 in our van, it would make a lot of sense to also use it in the Elantra N, should I decide to buy one.
@RDY4WAR
It’s not just about one element, other additives influence LSPI tendency and the additives influence each other. The oil needs to be tested as a whole formulation.
Given that, Mercedes-Benz 229.52 approval has an LSPI test. The oil also passes the API SP engine tests which have LSPI test.
This is a good example of making erroneous determinations based on a $30 spectrographic analysis or PDS when the actual situation is far more involved.
Given that, Mercedes-Benz 229.52 approval has an LSPI test. The oil also passes the API SP engine tests which have LSPI test.
This is a good example of making erroneous determinations based on a $30 spectrographic analysis or PDS when the actual situation is far more involved.
It's the whole additive package that determines a good LSPI oil. One excellent way of determining that would be to select an oil based on it's specification meeting the engine builder. You're wanting to use that Elantra with Euro oil. M1 ESP Meets SP testing so that would mean it also passed SP's latest LSPI requirements. Just looking at the Calcium alone for LSPI is not the whole story. There is a balance to the additives & one of the main alternatives is to reduce calcium & increase Magnesium (Low Calcium alone is not enough for protection). This ESP 0w-30 is a Low SAPS formulation so they are reducing ash/additives for emission systems & appears to be right at the 800 PPM maximum for API SP. Although, I still think this oil would be a good option for the Hyundai you should look for an oil that includes Magnesium. What does it say about the API/ACEA specifications in the manual?
Last edited:
- Joined
- Dec 24, 2013
- Messages
- 614
Do yourself a favor and stay clean away from Hyundai/KIA. unless you are keeping it for less than a couple of years and getting rid of it. There are other alternatives.
That was me on the other board. I'm fairly certain LSPI wouldn't be a concern with ESP 0W-30. I just feel it's not the ideal choice if LSPI is the primary concern.
Last edited:
The issue with higher calcium oils that rely on additives to reduce LSPI is that they tend to perform a lot worse as the oil ages and the additives break down. A recent study by Lubrizol showed a tripling of LSPI frequency after aging an oil like this for only 6,000 km, and it would get worse than that on a longer OCI.
This oil may pass the LSPI tests for API SP and the MB standards, but it probably won't pass the LSPI test in the upcoming ILSAC GF-7 standard, which uses aged oil. An oil with less calcium would be a safer bet.
I haven't seen that test but I've read about Magnesium decreasing fuel economy quite significantly. Yes, as oil ages things definitely can accelerate and deteriorate quickly. This whole LSPI testing is an ongoing test. SN+, SP, & future Standards will get better but keep in mind that Euro oils are formulated for long intervals so that should help w/oil aging. Did the Lubrizol show what standard of oil they tested?
I've been reading up on Infineum website and two key ACEA standards are for sure targeting LSPI.
The new ACEA 2021 categories
"There are two new categories that introduce the long-awaited low-speed pre-ignition (LSPI) performance as a key feature.A7/B7 is a new category building on A5/B5. The new features are protection against LSPI, a chain wear requirement to address wear concerns with gasoline direct injected engines and finally an all-new turbocharger compressor cleanliness requirement as a preventative measure.
C6 is the corresponding reduced SAPS category, built on C5, adding the same engine performance features as A7/B7, but on top of it a new fuel economy test."
https://www.infineuminsight.com/en-gb/articles/acea-oil-sequences-2021/
Closest ACEA specifications that Mobil offers would be ESP x2 0w-20 but, this is just my opinion, higher grade of oil & high octane fuel might help w/LSPI as well.
The study is SAE 2018-01-0934.
An oil with 2,000 ppm calcium performed relatively poorly even with 800 ppm Mo and 770 ppm Ph. Your typical low-SAPS euro oil probably doesn't have more LSPI-suppressing additives than this.
The aging process used was pretty mild as well. It's basically a standard fuel economy test cycle for only 6,000 km, which only dropped TBN from 5.3 to 3.5, so the oil doesn't need to be all that degraded before its LSPI performance suffers.
The newer ACEA standards have just finally adopted the same LSPI test that has been used for API SP, but the new standards don't cover oils with HTHS >3.5. It might be a while before they update the standards for the thicker grades and add an aged-oil LSPI test.
There are a couple of studies that have looked at oil viscosity vs LSPI, and there was little to no correlation.
The main risk factor with fuel seems to be its aromatic content, which isn't something you're going to see advertised at the pump. There doesn't seem to be much correlation between LSPI and octane or ethanol content. SAE 2018-01-1456 is a good study on this.
Last edited:
Similar threads
