What’s happening with motor oils today
Counterfeits in the motor oil market are increasingly common. Some products fail to meet the stated quality according to SAE, API, ACEA or Russian AAI classifications. They may operate in an engine only superficially, and some samples reveal different viscosities or even liquids that resemble water. In such cases, the engine could suffer over the next few changes of oil because the oil is not delivering its promised performance.
For a long time there was a wide range of options. A model could be found for every taste and budget — from economical to premium. Yet the market climate has shifted. Imported brands in the correct specification were still accessible for most models, but trust in the origin of the oil has been eroding, even as the assortment remained relatively stable.
Financial pressure adds another layer of difficulty. Oil prices have surged, sometimes doubling since February, with some retailers charging three to four times as much. It is not just speculation; the exchange rate and distribution costs play a role. If ruble conversions to foreign currency weaken, it does not automatically mean cheaper oil; logistics disruptions and shortages push prices up as well.
Who remains on the market?
Officially, Shell is the sole multinational with a continued footprint in Russia after recent changes. The company sold its gas station network and the Torzhok refinery to a domestic operator and chose to promote a Finnish label instead. The brand has long had a presence in the country, and its oils are now marketed under this revived name, broadening its reach.
Castrol has faced interruptions in deliveries in recent months. There was a limited, unusual exception, but the official stance suggests a halt in active cooperation with Russia. The brand’s online store and car service tools were temporarily unavailable, and even the authenticity checks for bought oil saw uncertainty. This added to concerns about the reliability of certain products on the market.
The French group Total paused investments in joint projects tied to oil production and refining. Mobil arrived first through alternative channels, with Turkish imports becoming more visible. The production location became less critical as long as global quality standards were maintained. Liqui Moly and Motul remained available intermittently, while brands like ZIC and Kixx from Korea continued to operate. Local manufacturers gained additional attention as potential suppliers.
The market for original European oils from car brands varied by supply. Some stock was available, but it remained irregular.
What should buyers consider replacing with?
Most oil manufacturers claim a shelf life of five years for a sealed container. Buying ahead can seem prudent, but it carries the risk that familiar options disappear from shelves. Prices have already risen and are unlikely to retreat, so paying a premium has become common.
The natural first option is to switch to domestic brands. Lukoil offers a broad line of zero-viscosity oils including 0W-20, 0W-30 and 0W-40. Gazprom Neft also provides 0W-20 and several products with high API SP approvals. Sintec offers a wide selection from zero-viscosity grades to the more common 5W-30 and 5W-40. Rosneft is more limited to 5W-30, yet its oils meet current international classes such as API SN.
For many, the shift toward oil marketed under a Russian brand is a strategic decision. An intermediate path exists: imported oils can be used, but not necessarily the most popular labels. European quality, even when produced locally under the supervision of European specialists, remains a reassuring option.
The test will reveal more
Labels are not always trusted. A test was conducted with five synthetic oils labeled 5W-30 and ACEA A3/B4: Castrol Magnatec, Motul 8100 X-cess, Total 9000 Energy, Shell Helix HX8 and the European entry, Rolf GT.
Five samples were purchased from a reliable retailer for analysis to ensure the oil meets the manufacturer’s specifications. Then, three additional samples were taken after 4000, 8000 and 12000 kilometers to observe wear and performance degradation over time.
For the practical test, a taxi fleet in the capital was chosen. Identical Skoda Octavia liftbacks with 1.6 aspirated engines were tasked with a 12,000-kilometer journey in roughly a month. A total of 15 cars were used, with each oil type tested in three vehicles. The Octavia’s mileage ranged from 200,000 to 240,000 kilometers, reflecting a real-world aging fleet. The drained oil from the previous service was also examined to provide additional context.
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The trial is underway. The October issue of Behind the Wheel presents the full results with interpretation, including guidance on winter oil selection. The publication is available via the magazine’s Telegram channel and will offer a practical frame of reference for choosing the right oil in colder seasons.
Citation: Behind the Wheel