About ten years ago, Russian synthetics simply did not exist in nature. Moreover, the use of any domestic oil was silently equated with stinginess and short-sightedness. And now?
A year ago, ZR conducted an examination of 10W-40 semi-synthetic oils ( ZR, 2010, No. 3, 4 ). At that time, domestic oils almost did not lose to either German or Korean ones, and in some ways they were even better. Now we decided to evaluate pure synthetics - eight samples.
About the classification of modern synthetics - in “Our Help” (at the end of the article). As usual, all oils were anonymized by coding the samples. Then, under identical conditions, they worked for 10 engine hours in the same engine at the stand of an accredited laboratory - this adjustment is necessary to bring the oil parameters to the working site. Only then does a full-scale cycle of motor tests begin. Then, in another accredited laboratory, the main physical and chemical parameters (PCP) of the samples were measured and, in conclusion, five awards were given out - in the nominations “Economy”, “Power”, “Extreme Protection”, “Ecology”, “Start”. And they compiled a final “table of ranks.”
How were the participants selected? On the Russian side, the range of full synthetics is still modest: the test included LUKOIL-Lux (new), as well as the well-known TNK-Magnum and Rosneft-Premium. They were accompanied by the less common hydrocracking “SINTOIL-Ultra” and “TOTEK-Astra Robot” based on polyalphaolefins (PAO). It is curious that all these oils are of different quality groups: SM from LUKOIL and Rosneft were adjacent to SL from TNK and SJ in SINTOIL-Ultra. By the way, the latter circumstance actually deprived Obninsk oil of a chance to compete equally with the products of more modern groups, and therefore it was decided to test it out of competition.
It’s more difficult with import: the choice is too large. We did not take products from the most famous brands and preferred less popular ones. In addition, I wanted to expand the range of API quality groups in order to equalize the initial conditions for ours and non-ours. And finally, curiosity prompted me to take oils based on different bases. The group of hydrosynthetic-based products was presented by the German MANNOL Extreme (API SL/CF), fully synthetic oils by the Japanese ENEOS Gran-Touring (API SM), and the most modern group - ester oils - by the Belgian Xenum X1 (API SM/CF).
Economy and power
Let's look through the protocol. We judged efficiency by the amount of fuel spent on a standard test cycle. The best result was shown by the most advanced ester-based oil - Xenum X1. Compared to the reference mineral one, it saved almost 9% of fuel - that’s a lot! But the product was created for such characteristics, and the energy-saving effect is stated in the description. It’s all the more pleasant that LUKOIL-Lux and TNK-Magnum lagged behind the leader quite a bit, reducing fuel consumption by 8 and 7%, respectively.
The best oil in terms of power was MANNOL Extreme. With it, the engine produced 3% more “horses” than the standard. Of ours, LUKOIL-Lux again came close to it.
Why did this happen? But because for maximum efficiency, the high-temperature viscosity of the oil should not be large or small, but optimal. But to achieve maximum power, on the contrary, it is large. We look at the table - this is how it is: LUKOIL and MANNOL are leaders in this parameter.
Ecology
In the “green” category, the best product was chosen based on the toxicity of exhaust gases and the content of sulfur and phosphorus in the oil. As is known, sulfur compounds, as well as phosphorus, quickly kill catalysts. Therefore, automakers require that the sulfur content in oil does not exceed 0.2%, and phosphorus - 0.08%. These numbers may vary slightly depending on the tolerance of the car manufacturer, but their order is exactly the same.
Let's see... Not a single oil met the required 0.2% sulfur. But this is not a crime: during operation in the engine, the oils could well have “absorbed” additional hundreds of percent from Russian fuel, which is not distinguished by a small amount of sulfur. The Japanese oil ENEOS Gran-Touring came closest to the required level, followed by the Belgian Xenum X1. Domestic ones have almost twice as much sulfur. Hydrosynthetic oils are especially rich in it: from Russian - “SINTOIL-Ultra”, from imported - MANNOL Extreme. This is understandable: the technology for producing such oils is already a bit old today.
There is also less phosphorus in imported oils: they are more environmentally oriented. But with toxicity, everything is not so simple. It is clear that any oil does not greatly affect the content of carbon oxides CO and nitrogen NOx, which cannot be said about the composition of the air-fuel mixture and the characteristics of the combustion process. But part of the “tse-ash” in the exhaust depends precisely on the oil burning in the cylinder - this indicator is influenced by the degree of volatility of the oil itself and the thickness of the oil film left in the cylinder by the piston rings when the piston goes down during the expansion stroke. An indirect indicator of volatility is the flash point: the higher it is, the fewer volatile components there are in the oil and the slower it burns. And the thickness of the film under the rings, other things being equal, is determined by the viscosity at high temperatures.
In terms of flash point, two oils are the leaders - our TOTEK-Astra Robot and the Belgian Xenum X1 - above 245 ° C with a fairly moderate high-temperature viscosity. And in general, the first place for environmental friendliness goes to Xenum X1 - it also contains little sulfur and phosphorus. The Japanese ENEOS Gran-Touring oil was just a little inferior to it. Among domestic ones, TOTEK-Astra Robot is the leader.
Extreme Protection
Its effectiveness was determined by several points. The main thing is the test results on a four-ball friction machine: we simulate the maximum loads of the friction unit and monitor the reaction of the oil film to them. In addition, we took into account the viscosity of the oil at high temperatures. After all, in order to prevent emergency operation of the friction unit, it is necessary to create an oil layer of the required thickness in it, and here the mentioned parameter plays a decisive role.
It seems to us that the higher tribological parameters of domestic oils are explained by... their worse environmental friendliness! After all, sulfur and phosphorus are natural anti-seize additives: the more of them, the better the friction unit is protected. But for a Western manufacturer, service life is not as important as the environment.
In general, we are ahead in this category! The prize goes to Rosneft-Premium, second place goes to LUKOIL-Lux. And our TOTEK and MANNOL share the bronze.
Cold start
This nomination took into account the magnitude of the friction force in a real engine at starting speed, the conditional temperature of the crankshaft and the pour point of the engine oil. As a result, the first prize went to the Japanese oil ENEOS Gran-Touring, next to it were the Russian Rosneft-Premium and LUKOIL-Lux.
Down with bias!
The results of domestic synthetics and imported ones are not so different: LUKOIL generally ended up on the podium, and our fourth place! And the fifth, by the way, too. Of course, a short test cycle cannot provide answers to all questions - this conclusion is rather preliminary and is subject to clarification during endurance testing.
The general table of ranks again confirmed the statement already repeatedly made by ZR about the importance of the API quality group and the oil’s compliance with modern requirements of automobile companies. Leaders follow the requirements of API SM/CF, and this is still the highest quality group. The real advantages of synthetics over semi-synthetics have also emerged, in all categories.
But another thing is also interesting: while winning Oscars in some categories, the same oil can give worse results in other parameters (by the way, this has happened before). For example, MANNOL Extreme oil, which took first prize for engine power, quite predictably slipped in terms of efficiency and ecology. There are no miracles: oil, like all living things, requires balance and selection for a specific task, depending on what the consumer needs.
In general, we evaluate the results as predictable. The leaders are ester oils and advanced full synthetics based on PAO, but with the addition of molybdenum disulfide; the outsiders are hydrocracking products. The first four places were taken by oils from the SM group, the last was the representative of SJ. As for the choice between ours and not ours, we guarantee: they know how to produce good oils in Russia! And that's great.
Bottom line
And in places
Out of the standings: “SINTOIL-Ultra”, Russia
Classification- SAE 5W-40, API SJ/CF
Specified tolerances- No
average price- 840 rub. (4 l canister)
Quality group- SJ is ancient, you won’t find analogues anymore. This apparently explains the lack of confirmed approvals from automakers. It was the out-of-date quality group that, even at the start, took this oil out of the general group of participants.The asset includes an affordable price, the highest viscosity index among Russian oils, as well as a high alkalinity number.
Pros: good starting characteristics at low temperatures, affordable price.
Minuses: low API quality class, high sulfur and phosphorus content reduces environmental performance.
7th place: MANNOL Extreme Synthetic, Germany
Classification- SAE 5W-40, ACEA A3/B3, API SL/CF
Specified tolerances- VW 505.00/502.00, MB 229.3
average price- 830 rub. (4 l canister)
The price is lower than the cheapest Russian one. But the oil is very controversial: it took first place for power, but is worse than others in terms of efficiency and environmental friendliness. Among all imports, there is the most sulfur and phosphorus here, and this with excellent low-temperature properties. Complete contradictions!
Pros: best power performance, good low-temperature properties, lowest price.
Minuses: relatively low energy-saving and environmental properties.
6th place: TOTEK-Astra Robot, Russia
Classification- SAE 5W-40
Specified tolerances- No
average price- 1500 rub. (4 l canister)
Very expensive oil. It is characterized by low volatility. Low freezing point, the best tribological parameters (film resistance and anti-scuff properties).
Pros: high protective properties, low volatility, environmental performance indicators are among the best.
Minuses: a lot of sulfur, high price for a domestic product, lack of confirmed approvals from automakers.
5th place: TNK-Magnum, Russia
Classification- SAE 5W-40, API SL/CF
Specified tolerances- MB 229.3, VW 502.00/505.00, GM LL-B-025, BMW LL-98 Porsche
average price- 1070 rub. (4 l canister)
A beautiful canister that cannot be confused with any other. Oil with high motor performance and good low-temperature properties. There were good scores in all nominations, the sum of which gave us a place in the middle of the table.
Pros: good energy-saving performance, low friction losses.
Minuses: A little expensive... and not up to SM.
4th place: Rosneft-Premium, Russia
Classification- SAE 5W-40, ACEA A3/B4–04, ACEA B3–98, API SM/CF
Specified tolerances- corresponds to MB-Approval 229.3, VW 502.00/505.00, Opel GM LL-B-25
average price- 840 rub. (4 l canister)
Good oil, and inexpensive. Of the sample of domestic products, they are closest to imported ones in terms of sulfur and phosphorus content. At the same time - first place in protective properties! And the second is for a cold start.
Pros: high protective properties, good starting characteristics, affordable price.
Minuses: relatively low energy-saving properties.
3rd place: LUKOIL-Lux, Russia
Classification- SAE 5W-40, API SM/CF, corresponds to ACEA B3–98
Specified tolerances- approved by MB-Approval 229.3, Porsche A40; corresponds to VW 502.00/505.00, BMW LL-98, Opel GM-LL-B-025
average price- 990 rub. (4 l canister)
Among the Russians he is the undisputed leader. Vice-champion for energy-saving functions. Very honest factory description. Average volatility, high alkaline number - this means the motor will be clean. But there is a lot of sulfur, which is not welcome in Europe.
Pros: high protective properties, good engine performance in terms of fuel consumption and power.
Minuses: high sulfur content, hence not the best environmental performance.
2nd place: Xenum X1 Ester Hybrid Synthetic, Belgium
Classification- SAE 5W-40, ACEA A3/B4 C3, API SM/CF
Specified tolerances- VW 505.00/502.00, MB 229.51, BMW LL-04
average price- 1890 rub. (5 l canister)
An expected leader, since ester technologies are the future of motor oils. Tests only confirmed this. First places for ecology and efficiency, high results in power and start-up. It's a pity, the low tribological indicators spoiled the impression a little. And a little expensive.
Pros: the best indicators for energy saving and ecology.
Minuses: relatively low tribological indicators.
1st place: ENEOS Gran-Touring, Japan
Classification- SAE 5W-40, ACEA A3, API SM
Specified tolerances- no links
average price- 1490 rub. (4 l canister)
Billed as "Japan's No. 1 oil." The only product that, judging by the API and ACEA classes, is focused only on gasoline engines. True, it is not clear why. The best in starting characteristics, high results in power and ecology, and in total - a confident victory.
Pros: high performance in terms of power, cold start, environmental friendliness, excellent low-temperature properties, the lowest sulfur and phosphorus content.
Minuses: low tribological performance, reasonable price.
Summary tables
(all tables open in full size by clicking)
How were the points assigned?
We used our traditional method. First, based on an analysis of the entire complex of information received, the oils were placed in each category. What and why was taken into account is described in the article. But some of the secondary data, which was also taken into account, remained in the protocols due to lack of space in the journal.
Then intermediate scores were assigned: for first place, as usual, 5 points, for last place 1 point, the rest were calculated in proportion to the results obtained. The weighting coefficients for all five nominations were taken equal. Those who wish can, of course, recalculate the results with other weighting coefficients - in accordance with their own criteria. The result is simple: whoever scores more points is higher in the overall ranking. Oil prices were not included in the assessment, but they are given in the comments.
Our information: what types of synthetics are there?
Synthetic is an oil based on a base oil obtained by chemical synthesis of petroleum products. These base oils, according to the current API classification, are divided into a number of main groups.
Group III- base oils with a high viscosity index, obtained using catalytic hydrocracking technology (HC technology). Essentially, these are mineral oils whose properties are close to synthetic ones. However, some companies call them either semi-synthetic, synthetic, or hydrosynthetic.
Group IV- synthetic base oils based on PAO, extracted mainly from ethylene and butylene gases. Such oils have predictable properties, are stable, have optimal viscosity-temperature characteristics, and low volatility. They are called full synthetics, and they occupy the bulk of the synthetic market today.
Group V- base oils not included in previous groups; in particular, vegetable-based oils, including ester-based ones. Esters are esters, products of neutralization of carboxylic acids with alcohols. The raw materials are not petroleum, but vegetable oils - coconut, rapeseed, etc. Such oils are more stable, biodegradable, etc. The main disadvantage is the high price.
Mikhail Kolodochkin, associate professor of the department of internal combustion engines of St. Petersburg State Technical University Alexander Shabanov
Imported oils have better “ecology”, while ours have better protective properties.
Modern oils based on esters and polyalphaolefins, although more expensive, are in all respects better than hydrocracking ones.
The correct choice of engine oil not only guarantees a long engine life, but also increases engine power and throttle response by 3–5%, and also reduces fuel consumption. Therefore, drivers often ask themselves questions, which is better:
- synthetic or semi-synthetic;
- 5w40 or 10w40;
- Rosneft or some imported oil?
In this article we will answer the first two questions, and the third is discussed in detail in the article - Rosneft motor oils - comparison with other oils. There we proved that Russian oil under the Rosneft brand is not inferior to many foreign oils of the same class, and all the stories about low-quality Rosneft oils are generated by the improper use of these products.
How oil kills an engine
Most car owners know that oil lubricates rubbing parts, cools pistons and performs other important functions, but few understand why good oil suddenly turns into an engine killer.
After all, myths about the low quality of this or that oil grow from this misunderstanding. Even the best oil recommended by the car manufacturer, after degeneration, will kill it in the same way as the cheapest oil that is obtained by cleaning old waste.
What is oil? Despite the fact that visually it is perceived as a homogeneous liquid, this is not entirely true. Base oils obtained from petroleum (mineral), gas (synthetic) and a mixture of both products (semi-synthetic) have mediocre characteristics. In addition, each type of base oil is full of various disadvantages. For example, mineral oil lubricates well only at room temperature, and slight heating sharply reduces lubricity.
Synthetic oil is much more stable when heated or cooled, but its lubricity is much lower. Semi-synthetics are a cross between synthetics and mineral water, so to some extent they have the disadvantages of both original products.
To turn a mediocre lubricant into high-quality oil, various additives are added to it to change its properties. Despite the fact that each manufacturer uses its own set of additives, here are those included in any oil:
- detergents;
- stabilizing;
- antioxidant;
- anti-scuff;
- anti-foam;
- regulating viscosity at high temperatures.
That is, oil is a very complex substance consisting of many components. Some of the additives are mixed with the original product, forming a homogeneous solution. The other part makes the oil a suspension - a liquid in which small solid fragments float. Under ideal conditions, the oil service life is 10–15 thousand kilometers. From the first kilometer, changes begin in the oil, affecting both the base and additives. At first, these changes are unnoticeable, but after approximately 2–3 thousand kilometers, some of the additives stop working. This is due to:
- high temperature;
- crankcase gases;
- metal shavings;
- high pressure.
On new engines, where crankcase gas breakthrough is minimal, these processes occur closer to 5 thousand kilometers. When the oil loses some of its additives (they precipitate or simply lose their properties), its characteristics change and the oil no longer matches the engine and operating mode.
After this, the process of oil degradation begins to accelerate and by 10 thousand kilometers it loses half of its characteristics. What does this mean? The fact that you can drive for some time on such oil, but carefully and slowly, without sudden accelerations and heavy loads. By 15 thousand kilometers, the substance that is in the engine is not much different from the original mineral or synthetic oil, that is, it is a very mediocre lubricant.
So far, no engine or oil manufacturer has been able to change this development of events. But we described the processes occurring under ideal conditions, but in reality everything is much worse. After 10 thousand kilometers, the most expensive premium oil is no different from the cheapest, that is, there can be no talk of any high-quality engine lubrication. This is due to domestic fuel, broken roads and the inability of most drivers to drive correctly. After all, proper driving is not only about safety on the road, but also about the optimal operation of all vehicle components.
Therefore, on Russian roads, those who really care about the engine change the oil every 5 thousand kilometers, but if you have to drive in difficult conditions, then every 3-4 thousand. With this approach, the engine is equally well protected and lubricated by both branded and most domestic oils, including Rosneft.
Selection of engine oil
To choose the right oil, you need to understand the conditions under which the engine operates. The new engine is characterized by minimal gaps between rubbing parts and minimal blow-by of crankcase gases. Therefore, it requires the most fluid oil, which forms a thin but effective lubricating film at high temperatures. As the engine wears out, the gap between the rubbing parts becomes larger, unburned fuel and exhaust gases break through the piston rings more and more, turning into crankcase gases. Therefore, worn engines require thicker or less fluid oil, otherwise it will not be able to form a film on the rubbing surfaces due to the large gap.
Therefore, viscosity directly depends on the condition of the engine, this applies to any type of oil. In addition, engines installed on cars in the mid-80s require less viscous oil than those installed in the 21st century. Higher manufacturing accuracy of rubbing parts, smaller gaps, which means less viscous oil. Therefore, the oil is selected as follows:
- At first determine viscosity according to SAE - 30 or 40 . Viscosity 30 is good for new or overhauled engines where all clearances are minimal and not broken. In addition, viscosity 30 is only good for cars that operate in calm conditions, without sudden acceleration and heavy load. Viscosity 40 for those engines where compression is 1.5–2 atmospheres below normal. If the compression is lower by more than 2 atmospheres, then it does not matter what kind of oil to fill in, the engine will still not be able to operate normally. Also, viscosity 40 is more suitable for engines operating in difficult conditions - mountainous terrain or frequent sudden acceleration and braking.
- Then determineAPI viscosity, taking into account the year of manufacture of the car. It is undesirable to pour oil into the engine that does not meet this parameter, because either it will be too thick and will not be able to reach the rubbing parts in sufficient quantities, or it will be too liquid. Liquid oil drains from rubbing parts, leaving a thin layer that does not provide reliable protection.
- Oil is selected according toair temperature – summer oil in winter will be too thick, which is why every attempt to start the engine will turn into torture for the driver and the engine. The driver will be angry because the car does not start immediately, and the rubbing parts of the engine will spin “dry”, because too thick oil will not create a film of the required thickness on them.
- Only then do you choose betweensemi-synthetic and synthetic . There is a simple rule - if the engine operates in comfortable modes, then there is no difference between the types of oil. Such an engine works equally well on synthetic or mineral water. The worse the engine operating conditions, the stronger the bias towards synthetic oil should be, up to the complete abandonment of the mineral base. That is, fully synthetic oil. In addition, the numbers in front of the viscosity index indicate the cold resistance index. That is, oil with an index of 5w will ensure normal starting at temperatures down to minus 30 degrees, and with an index of 10w at a temperature of minus 25 degrees.
- Lastly, the oil manufacturer is chosen. We have already proven that Rosneft motor oils are in no way inferior to their SAE and API counterparts from other manufacturers. It is clear that you cannot compare Rosneft 5w40 mineral oil with Shell Helix 5w30 synthetic oil, even if by some miracle they turned out to be of the same SAE class. Moreover, it is impossible to compare oils with different SAE classes, because they are made for different engines and operating conditions. But within the same class according to SAE and API, Rosneft oils are in no way inferior to foreign analogues.
Rosneft oil - which is better: synthetic or semi-synthetic
Often in stores, car owners ask the question, which is better, 5w40 synthetic or 10w 40 semi-synthetic from Rosneft? In fact, this is a fundamentally wrong question, because both oils are good, but for their own situations. After all, such semi-synthetics are good for engines operating in medium and heavy duty conditions, for example:
- Taxi;
- ambulances;
- courier vehicles.
This oil is well suited for those who sometimes have to squeeze everything possible out of the engine, spinning up to maximum speed or driving through difficult mountainous terrain, but mostly operating the car in a quiet mode. If the driver prefers very fast and aggressive driving, then synthetics are preferable for him. Especially if he drives in the same way in mountainous areas.
There was an old enterprise in Omsk, rebuilt by the hands of captured Germans, for the production of motor oils of the M6G12 type. However, in 2009, the Omsk Lubricant Materials Plant (OZSM) became part of Gazpromneft - Lubricants, and more than 3.5 billion rubles were invested in imported equipment. I saw the French one - Gazprom’s is no worse! But...
X and interwoven pipes with automatic valves, a remote blending control center with large computer screens, robotic bottling and packaging lines... The Omsk complex, with a capacity of 300 thousand tons of oil per year, is as sparsely populated as in France - everything is managed by less than 60 workers and operators. Except that the transshipment warehouse for nine thousand tons of products is not automated, and there are no robotic cargo trolleys scurrying between it and production.
Basic mixers (pictured) - volume from 25 to 40 tons. Small batches of oils are mixed in three-ton containers. For precise dosing, components are supplied automatically from barrels placed on scales
Well, there are no distillation columns for oil distillation on the territory. Local, Russian, only mineral base for the simplest and most inexpensive oils (from 80 to 120 rubles per liter in four to five liter canisters): it comes directly through pipes from the nearby Omsk oil refinery, which also belongs to Gazpromneft. Unfortunately, our neighbor refinery cannot help with anything more technologically advanced. And while Lukoil or TNK companies produce their own hydrocracking base for their semi-synthetics, Gazpromneft-SM is currently forced to purchase it from the Korean company Zic. This is not bad, by the way: VHVI base oils in Ulsan. It’s also good that Gazprom’s finished semi-synthetics are much cheaper than imported pure Korean ones (145-240 versus -240-340 rubles per liter). But the “base”’s own production, carried out by Lukoil (from 120 rubles) or TNK (from 130 rubles), is even more profitable.
Unlike the Korean Zic plant (AR No. 17, 2010), oil packaging is automated in large containers
And only Tatneft makes polyalphaolefin bases (PAO) for top-end “synthetics” in Russia for its oils: Gazpromneft-SM buys PAO from Mobil. At the same time, Russian synthetic-based oil is one and a half times cheaper than Mobil 1.
Monitoring and control of oil mixing is carried out remotely
Need I say that additive packages are only purchased? They are sold in finished form by Infineum, Afton, Lubrizol or Chevron Oronite. By the way, it was from Chevron Global Energy that in early 2009 Gazpromneft acquired a license to use oil production technologies along with a small (capacity of only 30 thousand tons per year) Chevron Italia S.p.A. plant. in Bari, Italy. They produce more high-tech lubricants under the G-Energy brand, while in Omsk they mainly produce oils of the more affordable Gazpromneft brand with a less complex additive package.
In 2009, the patent rights to the Texco trademark were purchased from Chevron, and today mineral oil for marine engines is produced under this brand in Omsk
In the retail market, the share of Gazprom oils is small - only 5%: Lukoil and TNK, for example, have two to three times more. But "Gazpromneft - SM" supplies lubricants to Russian conveyors of the Mercedes-Benz Trucks Vostok, Rostselmash, Derways, KAMAZ and Avtotor plants (for Hyundai vehicles). They could also compete for primary filling on the conveyors of foreign manufacturers - but they lose tenders because of the price: the lack of in-house production of the most popular hydrocracking base is hampered. Gazpromneft, in half with the Rosneft company, is going to launch its “hydrocracking” production in Yaroslavl only next year. And only then - in Omsk.
Lukoil and Rosneft are two Russian producers of motor oils and other petroleum products that show the best results in terms of the number of positive reviews from users of automotive products.
Many car enthusiasts and car maintenance experts often compare two brands of oil from these manufacturers: Lukoil-Lux 10W-40 and Rosneft-Maximum 5W-40.
An example of a comparison of the main characteristics of products from two manufacturers - Lukoil and Rosneft
Although both brands of oil have different viscosity classes at low temperature operating conditions, they are still quite similar in their performance characteristics and are used in the same types of cars and engines.
By temperature
- Lukoil-Lux 10W-40 oil has an optimal low-temperature operating mode and is intended for temperatures of 25 degrees below zero.
- In turn, the product from the manufacturer Rosneft can operate down to temperatures of minus 30 degrees Celsius - but this is not the only difference in the temperature regime of use.
The upper temperature indicators of both brands of oil are the same - class 40 according to the SAE classification. But for Rosneft there are restrictions - optimal operation at temperatures up to 35 degrees, according to this classification. But for the Lukoil product this figure is higher - 40 degrees above zero.
Upon launch in cold weather
Due to its temperature operating conditions, Rosneft oil shows good starting characteristics when the temperature drops, but, as experts note, there is one surprising fact, since the viscosity of Rosneft oil remains the highest at elevated temperatures. Therefore, the energy-saving capabilities of such oil remain quite low, which, in turn, increases the protection properties.
Also, one of the disadvantages of this oil is its too high sulfur content, which affects engine pollution. Lukoil-Lux 10W-40 has a reduced sulfur content and also has a better viscosity index.
Price per jar
Among other things, the price of a Lukoil canister is slightly higher than in Rosneft. Lukoil oil does a very good job of energy saving and also has good starting qualities at cold temperatures.
Power and consumption
If we compare two oils in terms of engine power, then Lukoil shows a slightly better power indicator. In addition, Rosneft-Maximum 5W-40, when used, causes greater fuel consumption, which is why Lukoil-Lux should be considered more economical.
By chemical composition
It is also worth paying attention to the ash content, which is lower for Rosneft, but Lukoil’s product has better cleaning quality and the zinc content in Lukoil is higher.
There are characteristics in which Rosneft-Maximum 5W-40 is ahead of Lukoil. The oil, for example, has better indicators of welding load, critical load, and also has a higher scuffing index than Lukoil.
Popularity comparison
In general, the characteristics of different oils from two manufacturers are quite different, even if you compare products from the same manufacturer.
But there is an indicator by which you can accurately determine which oil is better. The use of Lukoil oil, which is used in most domestic cars, should be considered more common.
This indicator best characterizes the attitude of car owners towards the products of both manufacturing companies. It is the number of regular users of Lukoil products that testifies to the advantages of this company. But every motorist has the right to choose his own oil, so for some, Rosneft may be the best manufacturer.
