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      09-07-2011, 12:07 AM   #23
alik01
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First post Updated with definitive info.

Also, MTF-LT5 can be substituted by Pentosin FFL-3 (Porsche PDK Oil)
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      10-18-2011, 06:10 PM   #24
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From this thread: http://www.1addicts.com/forums/showthread.php?t=599290

I have found that P/N 83222180697 is also for MTF-LT-5 transmission fluid. The part number is for a barrel of the fluid, instead of a bottle.
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      10-21-2011, 08:54 AM   #25
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Quote:
Originally Posted by alphagamma View Post
From this thread: http://www.1addicts.com/forums/showthread.php?t=599290

I have found that P/N 83222180697 is also for MTF-LT-5 transmission fluid. The part number is for a barrel of the fluid, instead of a bottle.
Thanks for the heads up. Have updated the OP so all info is current.
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      11-11-2011, 12:22 PM   #26
James T. Kirk
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Quote:
Originally Posted by alik01 View Post
Further:
Oil Filter - BMW PN: 114 275 663 27

When you wrote "Further" are you saying that you changed the oil filter as an option that wasn't part of the normal break-in service?
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      11-11-2011, 11:55 PM   #27
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Quote:
Originally Posted by James T. Kirk View Post
When you wrote "Further" are you saying that you changed the oil filter as an option that wasn't part of the normal break-in service?
Sorry James T. Kirk, I will change edit this. The oil filter is part of the service, what I meant was further to the oil these are the other bits and pieces to be considered.
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      09-10-2012, 04:35 PM   #28
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Originally Posted by Dackelone View Post
The engine oil can be either: 0w40, 5w30, or 0w30 with BMW LL-1 for the USA and LL-4 for the Europe. The main thing to check for is the LL-1 (BMW Long Life rating) or LL4 rating. Also... you can use LL-4 rated oil in a market that requires LL-1 but not the other way around! So the guys in the USA can use a LL-4 rated oil, but the euro guys should only use LL4 rated oil.

This is one reason I buy the expensive German Castrol RS Edge 0w40 (LL-4) oil for my 135i.


Dackel
Hi Dackel
do you think that I can mix 0w30 LL4 with 5w30 LL4 (1 liter to add) for my 1M
Thx
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      09-10-2012, 05:39 PM   #29
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Originally Posted by pafpaf View Post
Hi Dackel
do you think that I can mix 0w30 LL4 with 5w30 LL4 (1 liter to add) for my 1M
Thx
I think it would be fine in an Emergency where you can not find the same weight oil. But I would change the sooner rather than later.
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      06-25-2014, 10:27 PM   #30
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Quote:
Originally Posted by Dackelone View Post
The engine oil can be either: 0w40, 5w30, or 0w30 with BMW LL-1 for the USA and LL-4 for the Europe. The main thing to check for is the LL-1 (BMW Long Life rating) or LL4 rating. Also... you can use LL-4 rated oil in a market that requires LL-1 but not the other way around! So the guys in the USA can use a LL-4 rated oil, but the euro guys should only use LL4 rated oil.

This is one reason I buy the expensive German Castrol RS Edge 0w40 (LL-4) oil for my 135i.


Dackel
Given that LL-4/low SAPS oils are hitting the market in the USA, Id advise to beware of this.

Low SAPS oils, such as LL-4, MB 229.51 and VW 504/507 are suitable for use in diesel engines in the USA because of the low sulfur content of the fuel. However, in the USA, gasoline has a higher sulfur content.

The low SAPS oils have lower starting TBN and poorer TBN retention due to additive chemistry. Not an issue with ULSD, but it is an issue in gas engines running higher sulfur fuels without lean stratified charge DI, which is used (at least in some cases) in Europe where the NOx emissions regulations are not as stringent.

The outcome as a result is that the acid buffering capability used in gas engines in the USA gets used up far faster than the notional design approach intended. This can allow much more substantial corrosion and related issues, unless monitored closely by UOA for TBN and sulfation.

LL-4 vs LL-1 isn't about being more expensive, and if you look at the specifics of the BMW spec, there isn't much difference other than that LL-1 is based upon ACEA A3/B4 while LL-4 is based upon ACEA C3.

I would not run low SAPS oils in North American gas engines. I have run the UOAs and studied the chemistry performance myself. Wear performance of the additives in the low SAPS oils is just fine, so long as TBN is retained. But without active monitoring, its a crapshoot.
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      06-26-2014, 12:13 AM   #31
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Quote:
Originally Posted by JHZR2 View Post
Given that LL-4/low SAPS oils are hitting the market in the USA, Id advise to beware of this.

Low SAPS oils, such as LL-4, MB 229.51 and VW 504/507 are suitable for use in diesel engines in the USA because of the low sulfur content of the fuel. However, in the USA, gasoline has a higher sulfur content.

The low SAPS oils have lower starting TBN and poorer TBN retention due to additive chemistry. Not an issue with ULSD, but it is an issue in gas engines running higher sulfur fuels without lean stratified charge DI, which is used (at least in some cases) in Europe where the NOx emissions regulations are not as stringent.

The outcome as a result is that the acid buffering capability used in gas engines in the USA gets used up far faster than the notional design approach intended. This can allow much more substantial corrosion and related issues, unless monitored closely by UOA for TBN and sulfation.

LL-4 vs LL-1 isn't about being more expensive, and if you look at the specifics of the BMW spec, there isn't much difference other than that LL-1 is based upon ACEA A3/B4 while LL-4 is based upon ACEA C3.

I would not run low SAPS oils in North American gas engines. I have run the UOAs and studied the chemistry performance myself. Wear performance of the additives in the low SAPS oils is just fine, so long as TBN is retained. But without active monitoring, its a crapshoot.


I wasn't saying to buy LL4 oil for use in the USA. I have a US spec car here in Germany, and I use German fuel(low sulfur) so I use a LL4 oil.

In the USA I would use only a LL1 approved oil.
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