{"id":4326,"date":"2025-12-01T15:55:57","date_gmt":"2025-12-01T16:55:57","guid":{"rendered":"http:\/\/www.windbornechurch.org\/?p=4326"},"modified":"2025-12-15T13:04:06","modified_gmt":"2025-12-15T13:04:06","slug":"can-re-refined-engine-oil-be-used-in-performance-and-modified-cars","status":"publish","type":"post","link":"http:\/\/www.windbornechurch.org\/index.php\/2025\/12\/01\/can-re-refined-engine-oil-be-used-in-performance-and-modified-cars\/","title":{"rendered":"Can Re-Refined Engine Oil Be Used In Performance and Modified Cars?"},"content":{"rendered":"<p><strong>If you daily a mildly tuned hot hatch, weekend a track-prepped monster, or commute in a remapped diesel estate, you\u2019ve probably got one key question after reading about Motul\u2019s NGEN Core tech: is re-refined engine oil for performance cars actually a good idea, or just eco-flavoured marketing?<\/strong><\/p>\n<p>In our first feature \u2013 <strong>What is re-refined engine oil?<\/strong> \u2013 we walked through how <a href=\"https:\/\/www.motul.com\/en-GB\">Motul <\/a>turns used oil into fresh RRBO (re-refined base oils) base stocks using vacuum distillation and hydrotreatment, and why that supports a claimed 40% carbon saving versus virgin base oil. Here, we\u2019re not looking so much at the environmental benefits, more the performance advantages. LSPI, track days, hybrids, tuned turbos and warranty worries are all things Fast Car fans concern themselves with. So, lets take a closer look at why <a href=\"https:\/\/www.motul.com\/en-GB\/products?range=AUTO011\">NGEN <\/a>could be the right choice for your performance and modified cars..<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"683\" width=\"1024\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-94703 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/2024-02-20-Indiana-Anders-Motul-Tuto-Jour-1-Studio-des-Plantes-Aubervillier-93.jpg\"><\/figure>\n<h2 class=\"wp-block-heading\" id=\"h-performance-101-what-your-oil-has-to-deal-with\"><strong>Performance 101: what your oil has to deal with<\/strong><\/h2>\n<p>Modern performance and modified engines are brutal on lubricants:<\/p>\n<ul class=\"wp-block-list\">\n<li><strong>High specific output:<\/strong> Big <a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/what-is-horsepower\/\">power <\/a>from small capacity means high cylinder pressures and temperatures.<\/li>\n<li><strong><a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/turbocharger-guide\/\">Turbochargers<\/a>:<\/strong> Tiny, fast-spinning shafts that cook oil if it can\u2019t handle heat or coking.<\/li>\n<li><strong><a href=\"https:\/\/www.fastcar.co.uk\/tuning\/direct-injection-guide\/\">GDI<\/a> and <a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/lspi-what-it-is-how-to-prevent-it\/\">LSPI <\/a>risk:<\/strong> Gasoline direct injection engines can suffer low-speed pre-ignition if the oil\u2019s volatility and detergent chemistry aren\u2019t right.<\/li>\n<li><strong>Long service intervals:<\/strong> OEMs still want extended drain intervals, even with performance variants.<\/li>\n<\/ul>\n<p>Any oil, re-refined or not, has to meet these challenges while also keeping aftertreatment systems (GPF\/DPF, cats) happy. That\u2019s where <a href=\"https:\/\/www.api.org\/products-and-services\/engine-oil\/eolcs-categories-and-classifications\/latest-oil-categories?\">API<\/a>, <a href=\"https:\/\/oilspecifications.org\/ilsac.php\">ILSAC<\/a>, <a href=\"https:\/\/www.acea.auto\/files\/2023-ACEA-oil-sequences-general-requirements.pdf?\">ACEA <\/a>and OEM approvals come in.<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"1024\" width=\"683\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-94711 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/MOTUL_Labo_GuilhemCANAL_100-e1764768036577.jpg\"><\/figure>\n<h2 class=\"wp-block-heading\" id=\"h-ngen-core-api-sp-and-lspi\"><strong>NGEN Core, API SP and LSPI<\/strong><\/h2>\n<p>Motul states that NGEN Core products meet the latest industry standards, including API SP. API SP is specifically tuned for today\u2019s high-output petrol engines, with test requirements aimed at reducing LSPI and timing chain wear, and protecting turbochargers.<\/p>\n<p>That\u2019s a crucial baseline for anything going into turbocharged GDI engines (such as VW EA888, Ford EcoBoost, Hyundai N-series, etc.) and smaller-capacity performance engines that see a lot of part-throttle, low-rpm boost \u2013 the prime LSPI zone!<\/p>\n<p>If a given NGEN passenger car grade lists API SP and the correct ILSAC or ACEA category on its data sheet, and your vehicle handbook allows oils to be chosen on that basis (many Toyotas, Hondas, Hyundais and Kias do), then all else equal it can be considered alongside non-RRBO synthetics meeting the same specs. Plus, as the API SP standard is backwards compatible, it&#8217;s also suotable for older vehicles requiring previous versiond of API standards too. If you&#8217;re unsure, check with Motul and they will be happy to advise.<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"683\" width=\"1024\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-94701 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/MOTUL-7_25_SKILLZ_HadrienPicard-06381.jpg\"><\/figure>\n<h2 class=\"wp-block-heading\" id=\"h-matching-re-refined-oil-to-your-performance-engine\"><strong>Matching re-refined oil to your performance engine<\/strong><\/h2>\n<p>Re-refined base oil doesn\u2019t get you a free pass on viscosity or approvals. You still need to match the oil to the engine and what the handbook actually says.<\/p>\n<h3 class=\"wp-block-heading\" id=\"h-check-1-handbook-first-then-motul-data\"><strong>Check 1: Handbook first, then Motul data<\/strong><\/h3>\n<p>Your owner\u2019s manual will usually specify:<\/p>\n<ul class=\"wp-block-list\">\n<li>A viscosity grade (e.g. 0W-20, 0W-30, 5W-30), and<\/li>\n<li>Either a global spec (API, ILSAC, sometimes ACEA), or an OEM-specific standard, or a combination.<\/li>\n<\/ul>\n<p>For many Asian OEMs, the handbook language is along the lines of \u201c<em>Use SAE 0W-20, API SP or higher, ILSAC GF-6B or higher<\/em>\u201d rather than naming a proprietary in-house approval. In those cases, a Motul NGEN product that meets the stated API and ILSAC categories and viscosity is a realistic candidate \u2013 subject to Motul\u2019s own guidance.<\/p>\n<p>Where the handbook insists on a very specific OEM code and doesn\u2019t clearly permit alternatives, treat that as mandatory. That\u2019s more common with modern European marques, and it\u2019s where NGEN passenger car products are currently more limited, although they are already working on solutions to these limitations.<\/p>\n<figure class=\"wp-block-image size-large c-caption\"><img height=\"683\" width=\"1024\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-94680 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/Product-in-Use-BRABUS.jpg\"><figcaption class=\"wp-element-caption c-caption__text\">_13A0436.jpg<\/figcaption><\/figure>\n<h3 class=\"wp-block-heading\" id=\"h-check-2-how-hard-are-you-really-using-the-car\"><strong>Check 2: How hard are you really using the car?<\/strong><\/h3>\n<ul class=\"wp-block-list\">\n<li><strong>Fast road \/ mild remap:<\/strong> A correctly specced NGEN Core oil that meets the API\/ILSAC requirements from your manual should cope fine, as long as oil temps stay sensible and you respect recommended or slightly shorter drain intervals.<\/li>\n<li><strong>Track days \/ regular hard use:<\/strong> You may favour a slightly higher HTHS (high-temperature, high-shear) viscosity (often reflected in an alternative viscosity the manufacturer lists for \u201csevere\u201d use) and shorter intervals.<\/li>\n<li><strong>Big power builds:<\/strong> At this point you\u2019re outside OEM intent. You and your engine builder should choose an oil based on bearing clearances, oil temp\/pressure data and experience. NGEN might still be suitable, you might be better off with something like the <a href=\"https:\/\/www.motul.com\/en-GB\/products?range=AUTO001\">300V <\/a>or <a href=\"https:\/\/www.motul.com\/en-GB\/products\/17551?id=17551&amp;product=MOTUL+8100+POWER+0W-20\">8100 Power<\/a> range, which are specifically designed for track and competition cars.<\/li>\n<\/ul>\n<figure class=\"wp-block-image size-large\"><img width=\"985\" height=\"656\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-60088 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/GoodwoodSpeedWeek-ToyotaGRYaris.jpg\"><\/figure>\n<h3 class=\"wp-block-heading\" id=\"h-scenario-1-toyota-gr-yaris-daily-ngen-6\"><strong>Scenario 1: Toyota GR Yaris daily<\/strong> <strong>&#8211; NGEN 6<\/strong><\/h3>\n<p>Picture a UK driver in a Toyota <a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/toyota-gr-yahttps:\/\/www.fastcar.co.uk\/tuning-tech-guides\/toyota-gr-yaris-modifications-guide\/ris-modifications-guide\/\">GR Yaris<\/a> used as a daily plus B-road toy. The handbook typically calls for low-viscosity oil (for example 0W-20) meeting API and ILSAC specifications appropriate for its forced-induction three-cylinder engine.<\/p>\n<p>In this instance the primary factors are viscosity and API\/ILSAC level, not a specific OEM code. If Motul offers an NGEN product in the correct viscosity that clearly states the required API SP and ILSAC category on its data sheet, it\u2019s a good option.<\/p>\n<p>For occasional spirited use, a GR Yaris on a suitable NGEN grade should see similar protection to a conventional premium synthetic with the same API\/ILSAC tags, assuming sensible warm-up and change intervals.<\/p>\n<p>If you\u2019re running more extreme <a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/ecu-remapping-guide\/\">maps<\/a>, higher boost or regular <a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/track-session-prep-get-ready-for-the-thrill-at-silverstone\/\">track sessions<\/a>, you\u2019d still want to monitor oil temperature and pressure, log the car where possible, and be conservative with service intervals. NGEN doesn\u2019t change that; it just changes the carbon story behind the base oil.<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"683\" width=\"1024\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-94709 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/Classic-JapFest-2025_35-e1764767817509.jpg\"><\/figure>\n<h3 class=\"wp-block-heading\" id=\"h-scenario-2-subaru-imprezza-track-car-ngen-4\"><strong>Scenario 2: Subaru Imprezza track car &#8211; NGEN 4<\/strong><\/h3>\n<p>Think of a mid-2000s Japanese performance car \u2013 for example, a Subaru Impreza <a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/subaru-impreza-sti-tuning-guide\/\">WRX STI<\/a> or a similar-era <a href=\"https:\/\/www.fastcar.co.uk\/tuning-tech-guides\/mitsubishi-evo-vi-buying-guide\/\">Mitsubishi Lancer Evo<\/a> \u2013 that now lives most of its life as a track car with relatively few road miles.<\/p>\n<p>These are exactly the kind of vehicles NGEN 4 is aimed at. A typical handbook in this era might specify a 5W-40 or 10W-40 oil meeting API SL\/SM and an ACEA performance category such as A3\/B4, sometimes alongside (or instead of) a manufacturer code. And because the API SP standard is backwards compatible, that means any oil meeting current standards &#8211; like NGEN 4 &#8211; also meets (or exceeds) the earlier SL\/SM requirements too. <\/p>\n<p>Because many of these cars are now semi-dedicated track toys \u2013 with hard use on circuit, but limited annual mileage \u2013 there are some top tips to look after things when running NGEN 4. Firstly, warm the engine properly before loading it. Secondly, run a suitable NGEN 4 viscosity and spec. And finally, shorten oil change intervals compared with road-only use. Of course, this is just good practice regardless of which oil you are running, but using NGEN 4 in this instance allows you to combine serious performance use with a cleaner sustainability story. <\/p>\n<p>Alternatively, if NGEN 4 is not suitable, you or your engine builder may prefer to consider a dedicated track or competition-based product like Motul&#8217;s <a href=\"https:\/\/www.motul.com\/en-GB\/products?range=AUTO001\">300V <\/a>or <a href=\"https:\/\/www.motul.com\/en-GB\/products\/17551?id=17551&amp;product=MOTUL+8100+POWER+0W-20\">8100 Power<\/a> range). As ever, Motul are only a phone call or an email away to advise you if needed.<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"751\" width=\"1024\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"Hybrid Escalade diagram\" class=\"wp-image-83348 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/Hybrid-Escalade-diagram.jpg\"><\/figure>\n<h3 class=\"wp-block-heading\" id=\"h-scenario-3-hybrid-daily-driver-ngen-hyrbid\"><strong>Scenario 3: Hybrid daily driver<\/strong> &#8211;<strong> NGEN Hyrbid<\/strong><\/h3>\n<p>Love \u2018em or loathe \u2018em, hybrids and mild hybrids \u2013 where engines cycle on and off constantly \u2013 are a growing part of the enthusiast fleet. NGEN Hybrid already exists as a dedicated product in Motul\u2019s range, built around the same RRBO concept.<\/p>\n<p>A typical example might be a Toyota C-HR Hybrid or a Honda Jazz Hybrid used as a commuter and family car. These engines hammer the oil with repeated start\u2013stop sequences, short cycles of load and coast, and long calendar life between services.<\/p>\n<p>Here, the handbook usually specifies an API\/ILSAC profile and low-viscosity oil aimed at fuel economy and cold-start behaviour. That\u2019s exactly where NGEN Hybrid is focused. As long as the NGEN Hybrid product matches the viscosity and API\/ILSAC levels specified in the manual, and you follow Motul\u2019s advice on drain intervals and usage, then using re-refined base oil essentially makes no difference to the engine. It still sees a modern, fully-formulated lubricant designed to cope with the hybrid duty cycle.<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"1024\" width=\"683\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-94667 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/MOTUL_Labo_GuilhemCANAL_006.jpg\"><\/figure>\n<h2 class=\"wp-block-heading\" id=\"h-warranty-perception-and-peace-of-mind\"><strong>Warranty, perception and peace of mind<\/strong><\/h2>\n<p>From a warranty standpoint, the critical thing is compliance with what the handbook actually permits. For many OEMs, that means correct viscosity grade, correct API category, and correct ILSAC category (and any relevant ACEA notes).<\/p>\n<p>If your manual says \u201c<em>use API SP, ILSAC GF-6B, 0W-20<\/em>\u201d and an NGEN product matches that description, you\u2019re on solid technical ground \u2013 though it\u2019s still smart to keep receipts and data sheets. Where a handbook demands a very specific, branded OEM approval and doesn\u2019t offer a global-spec alternative, you should wait until a suitable NGEN product with that approval exists.<\/p>\n<p>Motul positions NGEN Core as a flagship sustainability technology, not a budget line, and leans on its long history of bringing new lubricant concepts to market. That heritage, combined with transparent communication about the current API\/ILSAC focus and NGEN 4\u2019s \u201c1990\u20132009\u201d sweet spot, is part of how it builds trust with technically literate enthusiasts.<\/p>\n<p>For maximum confidence \u2013 especially with higher-value or heavily modified cars \u2013 speak to your tuner or engine builder and share the latest data sheet.<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"683\" width=\"1024\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-94683 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/MOTUL-Factory.jpg\"><\/figure>\n<h2 class=\"wp-block-heading\" id=\"h-how-this-ties-into-additives-and-running-costs\"><strong>How this ties into additives and running costs<\/strong><\/h2>\n<p>Even on the right oil, performance cars can suffer from sticky rings, dirty injectors and pre-MOT emissions jitters. Motul\u2019s UK literature talks about bundled \u201cpre-MOT emission solutions\u201d that combine fuel and oil additives to clean combustion and exhaust systems before the test.<\/p>\n<p>In our third feature \u2013 <strong>Can additives save money?<\/strong> &#8211; &nbsp;we look at how these additives interact with NGEN oils, when they genuinely reduce fuel and maintenance costs, and when they\u2019re just expensive perfume for a tired engine.<\/p>\n<figure class=\"wp-block-image size-large\"><img height=\"683\" width=\"1024\" loading=\"lazy\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" alt=\"\" class=\"wp-image-93702 lazyload\" data-src=\"http:\/\/www.windbornechurch.org\/wp-content\/uploads\/2025\/12\/Boosted-Toyota-GT86-2.jpg\"><\/figure>\n<h2 class=\"wp-block-heading\" id=\"h-bottom-line-should-you-run-ngen-in-your-performance-or-modified-car\"><strong>Bottom line: should you run NGEN in your performance or modified car?<\/strong><\/h2>\n<p>If you drive a performance or enthusiast car whose handbook allows oil choice based on API\/ILSAC (and possibly ACEA) rather than a tightly defined OEM code, and you can find a Motul NGEN grade that matches your handbook viscosity, and matches the API\/ILSAC (and any ACEA) categories specified, then there\u2019s no technical reason to dismiss it purely because the base oil is re-refined. You can get equivalent performance with a cleaner sustainability story, which is a rare win\u2013win in the car world.<\/p>\n<p>If you\u2019re running a 1990\u20132009 performance machine that aligns with NGEN 4\u2019s approvals, it\u2019s an especially neat fit \u2013 a car from the golden era of turbo saloons and rally reps, running on a modern circular-economy oil that still understands its spec sheet.<\/p>\n<p>If, on the other hand, you\u2019re in a very new European model that insists on specific OEM approvals, or a wild track-only build with exotic hardware, treat NGEN as something to revisit as and when Motul launches new approvals and grades \u2013 and stick, for now, with oils that clearly meet your car\u2019s more demanding specification set.<\/p>\n<p>The post <a href=\"https:\/\/www.fastcar.co.uk\/fast-car-news\/re-refined-engine-oil-performance-modified-cars\/\">Can Re-Refined Engine Oil Be Used In Performance and Modified Cars?<\/a> appeared first on <a href=\"https:\/\/www.fastcar.co.uk\">Fast Car<\/a>.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>If you daily a mildly tuned hot hatch, weekend a track-prepped monster, or commute in a remapped diesel<\/p>\n","protected":false},"author":1,"featured_media":4328,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[14],"tags":[],"_links":{"self":[{"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/posts\/4326"}],"collection":[{"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/comments?post=4326"}],"version-history":[{"count":3,"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/posts\/4326\/revisions"}],"predecessor-version":[{"id":4339,"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/posts\/4326\/revisions\/4339"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/media\/4328"}],"wp:attachment":[{"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/media?parent=4326"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/categories?post=4326"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/www.windbornechurch.org\/index.php\/wp-json\/wp\/v2\/tags?post=4326"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}