the temporal progression of the raw signal delivered by a lambda probe is shown in fig1 a . said signal was ascertained from a test bench engine during a cold start with subsequent idling . two raw signals measured on the test bench engine at different times are depicted in fig1 a . the current raw signal corresponds to the situation of an operative seal between the oil circuit and the fuel circuit , i . e . currently no oil dilution effect , which was described at the beginning of the application , has occurred . the raw signal progression of lambda , which is shown , was measured between cold starting the engine at t = 0 . 00 min and a prevailing upper time limit of about 37 . 00 at the first of the stated curves , respectively 50 . 00 min . at the second of these curves . in fact , said progression was measured during engine idle and at an operating temperature of the test bench engine , respectively oil temperature , of 80 ° c ., which finally occurs after approximately 30 . 00 min . as is apparent in fig1 a , the raw signal passes through a characteristic curve , wherein the signal after a short settling phase of approximately 3 min . continually decreases within approximately 10 min . from this point in time forward , the gasoline , which ingressed into the oil as a result of the cold start - up , begins to evaporate due to the increased temperature of the engine oil . this evaporating gasoline now leads to an enrichment of the fuel / air mixture and the signal of the lambda probe decreases accordingly . after the engine oil has completely warmed up at approximately 30 min ., the raw signal assumes an almost constant value , which approximates very closely the value , which prevailed shortly after the start - up . fig1 b illustrates the corresponding progression of lambda as a function of the oil temperature in the previously stated time frame of up to 30 min . in situations as , for example , the winter operation of a motor vehicle , wherein the engine is started at very low temperatures , or in cases , wherein a plurality of restarts occur , the amount of fuel , which has ingressed into the engine oil , during start - up can be very large . the enrichment after 10 min . of engine operation can even in these instances assume substantial values . in such instances after an hour of engine operation at idle , the gasoline has admittedly also evaporated as far as possible . if now during the engine operation , a continuous ingress of fuel is added to the gasoline ingress , which was already described during cold starting , the evaporation behavior then changes to the effect that after the rapid evaporation of the fuel up until 10 min . of operating time of the engine , no or at least no complete approximation of the initial value takes place after 60 min . of engine operation . instead of that , the lambda signal remains in this case at a significantly reduced , i . e . richer , lambda value . because this lambda value can be changed by the other influencing variables previously described , the absolute value is not crucial , but a comparison between the lambda value after 60 min . of operation with the lambda value ascertained within 3 - 5 min . after starting the engine has to occur . because the remaining influencing variables are already present when the engine is cold , the influence of these interferences is eliminated by taking the difference between the lambda values as previously stated . fig1 c shows ( measured ) progressions of lambda , which typically result in situations with an inoperative seal between the oil circuit and the fuel circuit , i . e . an oil dilution , which was described at the beginning of the application , currently occurs due to a continuous ingress of fuel . again the lambda value during cold starting was measured at idle up to an engine operating temperature of 80 ° c . the different curves thereby represent progressions with in each case a different height in the ingress of fuel , the height of the ingress of fuel systematically decreasing between the lower curve 100 up until the upper curve 115 . the lambda curves 100 - 115 respectively correspond to ingresses of fuel in the stated order of 160 ml / h , 80 ml / hr , 40 ml and 20 ml / hr . in so doing , these amounts of leakage by the high pressure pump mentioned at the beginning of the application , respectively the consequent ingresses of fuel into the lubricating oil of the internal combustion engine , can be unambiguously distinguished from each other already during idling of the internal combustion engine . using fig2 , a preferred embodiment of the method according to the invention is now described to quantitatively ascertain as previously stated an ingress of gasoline into the engine oil of an internal combustion engine with the aid of a flow diagram . after a start - up 200 of the engine has been detected , a test 205 is initially made after a time t 1 of preferably 3 min . has elapsed since the start - up , to determine whether the lambda probe is already ready for operation . if this is the case , an adaptation of the idling control , which is caused by the lambda probe in an inherently known manner , is detected 210 and stored 215 in the preferred time frame δt 2 of 3 to 5 min . after starting the engine . if , however , still no readiness for closed - loop control by the lambda probe exists in the time frame δt 2 , the raw signal of the lambda probe is detected 220 and is used in the successive ascertaining steps . if no idling phase in the operation of the engine occurs in the time frame δt 2 , it is therefore impossible to ascertain the ingress of gasoline and the process is terminated 225 during the current cold start - up , in particular for the preservation of resources . the ascertainment of the ingress of gasoline is then again attempted 230 during the next cold start - up . if an initial value of the lambda adaptation or a lambda raw value could be detected , a detection 235 is then performed after operating the engine for at least 1 hr to determine whether an idling phase is present . if this mode of operation is present , an actual value of the lambda adaptation is detected 240 in the steady - state mode of operation , which is present from now on . it should be emphasized that the point in time of the detection of the lambda adaptation should not take place too late in the driving operation of the engine , respectively the motor vehicle . this is the case because deviations in said disturbance variables are then more likely with a longer operating time of the engine . the detection of said lambda values is therefore terminated 245 in the embodiment at hand after 3 hr ., if an idling phase has not taken place up until then . the currently detected value for lambda is compared 250 with the initial value according to the invention . if said value for lambda deviates by more than 5 % from the initial value , the presence of a continuous ingress of fuel is diagnosed 255 . if this deviation is diagnosed , an error presumption counter , for which provision is preferably made in an engine control unit , is raised 260 by a value of ‘ 1 ’ in the embodiment at hand . if the current reading of said error presumption counter achieves , respectively exceeds , an empirically specifiable threshold value 265 after a number of cold start - ups , an error reaction occurs , for example an error message transmitted via the dashboard instruments of the motor vehicle or an indication of needed service is relayed to the driver . said error presumption counter can alternatively be read out during a regular service inspection .