There's no harm unless you're worried about ash.Still a bit confused. If NA fuel 'shouldn't' be a concern, is there any advantage with going with a AX or CX oil (01 or 04)?
Not necessarily. Currently catless unless there is something internally that would be of concern.There's no harm unless you're worried about ash.
Ash is contributor to CBU. However, BMW is generally good in that department.Not necessarily. Currently catless unless there is something internally that would be of concern.
There's no advantage, similarly as there is no advantage to using VW 504 over 502.Still a bit confused. If NA fuel 'shouldn't' be a concern, is there any advantage with going with a AX or CX oil (01 or 04)?
There's places to gain access if you know where to look, or just pay the access fee ($30/day or $2500 for 12mo).Is there a way to access this TIS or are you able to share?
Sounds like I'm narrowing it down to LL-0X (01 or 04) with a ACEA CX with a 30 or 40 weight. The "recommended" just seems way too light for my climate and driving.
Here is parachuter trying to tell something digested long time ago.There's no advantage, similarly as there is no advantage to using VW 504 over 502.
You're not doing extended 2yr/18,500mi intervals in America, so why not just use 502?
Cx will result in a reduced rate of buildup on the valves.Still a bit confused. If NA fuel 'shouldn't' be a concern, is there any advantage with going with a AX or CX oil (01 or 04)?
What exactly is the benefit, if you're not doing 30,000mi intervals as they do in central europe?Here is parachuter trying to tell something digested long time ago.
Yes, there is advantage using VW504.00/507.00 over VW502.00. Actually, there is 167% of reasons why VW504.00/507.00 is better than VW502.00 in direct injection engines.
What exactly is the benefit, if you're not doing 30,000mi intervals as they do in central europe?
I'd hate to be chucking 504 oil at 5,000/7,500 intervals or whatever the current fashion is.
With that EA888 Gen 2 I'd say the timing chain is a bigger concern than theoretical deposits on your intake valves ;-)
Give him some timeAs someone who has done intake valve cleaning on a Gen2, it's not theoretical, it's a real thing.
I now have a gen 3 (2.5T) which uses 504 and I haven't scoped it or anything but the exhaust tips stay WAY cleaner. Not even a comparison. That's with the fact it also uses like three times as much oil as my old Gen2.
Give him some time
Anecdotally, the VW techs I've spoke to have seen intake deposits mostly on Jettas and Passats - not so much Golf Rs and GTIs.As someone who has done intake valve cleaning on a Gen2, it's not theoretical, it's a real thing.
I now have a gen 3 (2.5T) which uses 504 and I haven't scoped it or anything but the exhaust tips stay WAY cleaner. Not even a comparison. That's even with the fact it also uses like three times as much oil as my old Gen2.
If you have specific documentation or proof on the efficacy of VW504 vs 502 in the North American auto market, and have a series of UOAs on the trends of engines operated under various conditions demonstrating the effects of low-SAPS, unapproved motor oil used in conjunction with very specific driving styles - then by all means shoot your shot.
Sorry, but I don't suffer Forum Kings when I have both:
1. A Product Applications Engineer from Liqui Moly's R&D department stating there's no point to VW504 in North America
2. Technical Documentation from BMW stating that LL-04 has no applications in North America for petrol engines
Say what you will about LM, they're one of the few mid-size companies that go out and get these approvals from the manufacturers.
Case in point, they have a BMW 17FE+ approval for their new 0w-20 that others - such as Scamsoil - don't.
Anecdotally, the VW techs I've spoke to have seen intake deposits mostly on Jettas and Passats - not so much Golf Rs and GTIs.
Wonder why that might be
Deposits on your tailpipe are subject to more variables than oil alone I would bet.
2.5T like in the RS3? That thing should get hot enough that the valves will decarbonize on their own if you're driving it properly.
I worked on development of VW504.00/507.00. DOcumentation is not free. Also, you are stating bunch of nonsense. Already discussed here. You do not suffer from forum kings, but you do expect things to be done for you.If you have specific documentation or proof on the efficacy of VW504 vs 502 in the North American auto market, and have a series of UOAs on the trends of engines operated under various conditions demonstrating the effects of low-SAPS, unapproved motor oil used in conjunction with very specific driving styles - then by all means shoot your shot.
Sorry, but I don't suffer Forum Kings when I have both:
1. A Product Applications Engineer from Liqui Moly's R&D department stating there's no point to VW504 in North America
2. Technical Documentation from BMW stating that LL-04 has no applications in North America for petrol engines
Say what you will about LM, they're one of the few mid-size companies that go out and get these approvals from the manufacturers.
Case in point, they have a BMW 17FE+ approval for their new 0w-20 that others - such as Scamsoil - don't.
Anecdotally, the VW techs I've spoke to have seen intake deposits mostly on Jettas and Passats - not so much Golf Rs and GTIs.
Wonder why that might be
Deposits on your tailpipe are subject to more variables than oil alone I would bet.
2.5T like in the RS3? That thing should get hot enough that the valves will decarbonize on their own if you're driving it properly.
That does everything to show your knowledge on this subject.If you have specific documentation or proof on the efficacy of VW504 vs 502 in the North American auto market, and have a series of UOAs on the trends of engines operated under various conditions demonstrating the effects of low-SAPS, unapproved motor oil used in conjunction with very specific driving styles - then by all means shoot your shot.
Thoroughly.That does everything to show your knowledge on this subject.
If you have specific documentation or proof on the efficacy of VW504 vs 502 in the North American auto market, and have a series of UOAs on the trends of engines operated under various conditions demonstrating the effects of low-SAPS, unapproved motor oil used in conjunction with very specific driving styles - then by all means shoot your shot.
Sorry, but I don't suffer Forum Kings when I have both:
1. A Product Applications Engineer from Liqui Moly's R&D department stating there's no point to VW504 in North America
2. Technical Documentation from BMW stating that LL-04 has no applications in North America for petrol engines