Arguments against
In specialized forums and car owner communities, there are frequent cautions about Russian oils and the risk they pose to modern engines on the road if essential additives are missing. Critics often argue that the problem lies with the additives rather than the base oil itself, shaping a narrative that any homegrown product is inferior from the start.
Another recurring worry centers on the components of locally produced oils. A common anecdote features damaged Gazelle engines supposedly fueled by domestic heating oil, used as a cautionary tale. A broader concern holds that older engines may tolerate any fill, while newer engines demand imported oils. The overall takeaway is simple: domestic oil is viewed skeptically because it is assumed to lack the right formulation. Detailed parameter debates rarely arise in these discussions.
What are our oils made of?
Oil production relies on a base oil and a set of additives, both of which can be sourced internationally. Base oils classified as 1, 2, 3, and 3+ are partly produced in Russia, though the dominant supply typically comes from abroad. The higher groups, 4 and 5, are largely imported.
Additives may be sourced domestically or imported for the latest formulations. Supply chains are not openly disclosed by manufacturers, and a wide range of logistics arrangements are possible. For example, some blends originate in Dubai and move through former Soviet republics. The manufacturing models work even when the routes are not the nearest.
Today, many documents confirming approvals for Russian oils disappear from public access, sometimes seemingly by accident. This does not necessarily reflect quality, but it fuels speculation. Do household oils carry car manufacturer approvals? In the past, several brands, including Mercedes-Benz, BMW, VW, Renault, Ford, Volvo, GM, Cummins, MAN, and others, granted approvals. Sintec oils also had approvals from Mercedes-Benz, Volvo, and Cummins. With sanctions, many approvals have started to be withdrawn.
Damage to modern engines
In high pressure turbo engines, unusual events can occur near the end of the compression stroke. Cylinder temperature and pressure can rise quickly, risking damage to pistons and cylinder walls. This phenomenon is known as LSPI or SPI, referring to unwanted early ignition in direct fuel injection turbo engines running under very high pressures. Ordinary oils raise the risk. To address this, a new oil specification emerged: API SN PLUS, followed by API SP.
Are these oils available? They are, but mainly through service channels rather than retail outlets, which can frustrate consumers seeking readily available options.
Today the specification centers on API SP and API SN PLUS. Companies such as Lukoil and Sintec Lubricants have confirmed that their modern oils can be used in foreign car engines. Their websites offer oil selection tools that help users determine compatibility by entering vehicle details. Examples of these tools can be found on their sites.
Not all imported oil is of high quality
Oil reviews and investigations show that some products fail to meet expected standards. An article about a visible technology breach by a well-known oil producer described canister layering that could lead to tar in engines. Another study cited a product sold as Shell Helix Plus showing excessive spillage and unusually dark, thick oil from the engine, suggesting production flaws. Shell was asked for samples for testing but did not provide results, implying either a flaw or a production issue. Domestic oils rarely show such clear deficiencies, while many imported oils may have quality concerns according to industry observations.
Among home oils, clear mismatches are less common. Imported oils are sometimes altered, raising concerns for consumers. Nevertheless, consumer testing often finds domestic options to be safer on this metric.
Why are our oils worse than imported ones?
A few years ago, a comparative test used two oil samples from the 5W-40 SN category. The result showed a price gap favoring imported oils at that time. The test simulated 15,000 kilometers under identical conditions. If the longer test required a mid-cycle oil change, the domestically produced oil was refreshed after roughly 7,500 miles. Imported oil performed steadily, while the domestic option showed more variation. In terms of high temperature deposit levels, both behaved similarly, but imported oils edged ahead slightly for low temperature deposits on valve train and oil sump surfaces due to a higher quality base oil.
The takeaway is that using imported products can bring engine benefits, particularly if replacement intervals are shorter, though overall costs rise with price differences between domestic and imported options.
Sum up
Two potential issues surface for home oils. First, modern SP quality products can be hard to find. Second, domestic oils may not last as long and could require more frequent changes. Given these factors, household heating oil can be poured into modern engines with caution, but power and maintenance costs may not be significantly affected, and the economic savings depend on pricing and service intervals.
Specialist’s commentsDenis Zagarin, head of the NAMI Test Center If dealers lack recommended or original branded fluids, shifting to a domestic product with similar SAE, API, ACEA or national AAI specifications is often the practical path. While manuals may require original fluids, they commonly provide universal fluid characteristics that are acceptable for use. |
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