AMSOIL News

 

  Many consumers use the fall months to prepare their vehicles and equipment for winter.  If there’s a weak point in a vehicle, it seems that the cold temperatures will find it and create problems.  Plastic becomes brittle, fuel and lubricants can gel and extreme cold is just plain hard on things.  The winter months bring unique challenges for lubricants and are great for showcasing the enhanced performance benefits of AMSOIL synthetic lubricants.  Conventional lubricants are far more susceptible to the effects of extreme temperatures.  Extreme cold at startup can cause oils to thicken, starving vital moving parts of necessary lubrication.  In many cases the motor oil will thicken to the point that the vehicle will not start.  Many motorists let vehicles idle for extended periods to warm the interior and defrost the windows.  Others create extreme heat in the engine by plowing or getting stuck in deep snow.  These are just a few examples of the many challenges lubricants face in a typical North American winder.  AMSOIL synthetic lubricants are formulated for maximum cold-temperature performance, allowing quick starts, superior protection and versatility.

 

Keep Engines Protected

AMSOIL synthetic motor oils provide superior protection and performance in cold-weather applications.  They dramatically outperform conventional petroleum motor oils, especially in the cold.  Conventional petroleum lubricants often contain paraffins (wax).  While modern refining techniques remove most of the wax from petroleum oil, some wax from petroleum oil, some wax like molecules remain.  These wax like molecules are soluble at ambient temperatures above freezing, but crystallize into a honeycomb like structure at lower temperatures and cause oil circulation problems.  At startup, this can leave working parts unprotected for as long as five minutes while the oil warms to a temperature that allows it to flow.  AMSOIL synthetic motor oils provide outstanding low temperature fluidity for fast, dependable winter starts and immediate startup protection.  In addition, their superior synthetic multi-viscosity formulations allow AMSOIL motor oils to provide exceptional high temperature protection in hard working vehicles used in severe service winter applications.

    Pour point is an indicator of oil’s ability to low at cold operating temperature at which the fluid will flow.  Pour point depressants keep wax crystals in the oil microscopically small to keep them from joining together to form the honeycomb-like structure.  They lower the temperature which oil will pour or flow and are found in most motor oils designed for cold-weather use.  As synthetic motor oils do not contain those wax crystals, they tend to offer better cold temperature protection properties.

  AMSOIL offers several other viscosity motor oils with even lower pour points for maximum cold-temperature protection performance, including AMSOIL synthetic 5W-30 motor oil, AMSOIL signature series synthetic 0W-30 motor oil and AMSOIL 0W-20 synthetic motor oil.  AMSOIL synthetic motor oils help engines turn over easier and flow quickly to engine parts for critical startup protection.  Engine starts faster and wear is greatly reduced for extended engine life.  AMSOIL motor oils are available in wide viscosity ranges for optimum performance year-round.

  The Cold Crank Simulator Test determines the apparent viscosity of lubricants at low temperatures and high shear rates.  Viscosity of lubricants under these conditions is directly related to engine cranking and start ability.  The lower a lubricant’s cold crank viscosity, the easier an engine will turn over in cold temperatures.  The low cold-crank viscosity of AMSOIL synthetic motor oil reduces drag on moving engine parts and allows engines to achieve critical cranking speed in frigid temperatures.  Engines turn over quickly and dependably in the coldest winter temperatures and motor oil flows to critical areas requiring immediate lubrication, protecting against wear at startup.

 

Beyond Motor Oil

  Gear lubes face many of the same cold-weather challenges as motor oils do, and the same basic differences between conventional and synthetic products apply to them as well.  Synthetic gear lubes inherently possess superior cold-weather performance characteristics and more readily provide dependable protection.  While engines, transmissions and cooling systems use heat created by combustion to warm up, gear oils rely on friction to warm up, which is only generated once the gears begin to move.  This initial movement in cold weather is the point at which gears are most susceptible to damage.

  As temperature decreases, the viscosity of oil increases. Gear lubricants with high viscosity at cold temperatures are less efficient, and the gears require more energy to turn.  Gears and bearings in the differential and axle housing are splash-lubricated, and gear lubricants that are too thick at cold temperatures can channel and starve internal components of lubrication, which can cause failure.  AMSOIL Severe Gear Synthetic Gear Lubes possess excellent cold-flow properties, as evidenced in Brookfield Viscosity Test results.  Extensive testing and real-world experience have proven the Severe Gear line’s ability to deliver exceptional performance and protection at extremely low temperatures.

 

Fuel Additives That Perform

  Diesel applications can be especially sensitive to cold-weather issues.  As the temperature drops, the wax naturally found in diesel fuel begins to form crystals.  The point at which wax crystals form is known as the cloud point.  These wax crystals eventually clog the fuel filter and starve the engine of fuel, preventing it from starting.  While low-quality fuels may form wax crystals in temperatures as warm as 40°F, most fuels have a cloud point near 32°F.  The point at which the wax crystals clog the fuel filters is known as the cold filter-plugging point (CFPP).  AMSOIL Cold Flow Improver lowers the CFPP by as much as 34°F in ultra-low sulfur diesel fuel (ULSD).

  AMSOIL also offers Diesel Concentrate Plus Cold Flow Improver, a convenient combination of two fuel additives in one bottle.  Diesel Concentrate Plus Cold Flow Improver delivers improved efficiency and cold-temperature performance.

  While Cold Flow Improver helps prevent diesel fuel from gelling in cold temperatures, AMSOIL Diesel Recovery is an emergency diesel fuel treatment that dissolves  the wax crystals that form  when diesel fuel has surpassed its cloud point in applications not treated with Cold Flow Improver.  Diesel Recovery liquefies gelled diesel fuel and thaws frozen fuel filters, avoiding costly towing charges and getting diesel back on the road.

  Want more information about AMSOIL motor oils or gear lubes or a look at our other products?  Order one of our free catalogs or look up the AMSOIL products for your vehicle on AMSOL online application guide.

 

• Anti-wear agents protect against friction, wear, scoring and seizure.
• Corrosion and rust inhibitors protect internal metal parts against  corrosion and rust.
• Detergents keep surfaces free of deposits.
• Dispersants prevent insoluble contaminants from agglomerating by keeping them dispersed in the lubricant.
• Friction modifiers alter the oil’s coefficient of friction.

• Pour point depressants (used in petroleum lubricants) modify wax crystal formation and enable oils to flow at lower temperatures.
• Seal swell agents help swell elastomeric seals by causing a chemical reaction in the elastgomer.
• Viscosity modifiers help reduce the rate of viscosity change when temperatures rise or lower.

• Anti-foamants reduce surface tension and speed the collapse of foam.
• Anti-oxidants reduce the oxidation rate by decomposing peroxides and  

• Metal deactivators reduce the catalytic effects of metals on the oxidation rate, further slowing oxidation.

By definition, a clutch is a coupling used to connect and disconnect the driving and driven parts of a mechanism.  Modern motorcycles and ATVs require the use of a clutch to connect and disconnect the engine (driving) and transmission (driven).  Without the clutch, there would be no way to stop the vehicle from moving without also stopping the engine.  The clutch also makes shifting easier and minimizes stress on gears and other components, extending equipment life.

 

Why a Wet Clutch?

The clutch is a frictional device, meaning it requires friction to complete the task of connecting the engine and transmission.  Because a clutch is a frictional device, and one of the main purposes of a lubricant is to reduce friction, why would anyone introduce an oil to a clutch?  Modern technology and superior technological know how have afforded the ability to formulate multifaceted lubricants capable of functioning in a variety of conditions.  While not all lubricants are suitable for use in wet clutch applications, an oil immersed clutch benefits from the lubricant’s ability to reduce operating temperatures, prevent the formation of deposits and clean internal components.  All of these benefits lead to better performance and longer equipment life.

 

Clutch Slip   

Clutch slip is a big concern with many power sports enthusiasts.  To the operator, clutch slip feels like an elongated shift or a delay in the transfer of power from the engine to the wheels.  This is due to a lack of friction generated within the clutch pack.

  The clutch pack is located between the clutch’s inner hub and the clutch basket and consists of a series of two types of plates: steel and frictional.  The inner-most plate is a plain steel plate which attaches to the inner hub via tabs on the plate’s inner diameter, and the inner hub is connected to the transmission.  The next plate is a frictional plate which attaches to the clutch basket via tabs on its out diameter, and the basket is attached to the engine.  The frictional plates are coated with a fibrous compound that helps them grip the steel plates when the clutch is engaged.  The plates within the pack alternate until the desired pack height is reached.

  A spring-loaded pressure plate atop the clutch pack applies a constant force to the clutch pack.  The mechanical device that engages  and disengages the clutch assembly, normally a lever located on the handle bars, pulls the pressure plate back and allows the plates within the clutch pack to separate, severing the connection between the engine and transmission.

  The clutch is only disengaged in order to stop the transfer of power from the engine to the wheels.   When engaged, the clutch spring applies a constant load on the pressure plate, forcing the clutch pack together.  The load creates a high level of static friction between the plates in the pack, causing them to rotate together.  In this position, rotational movement from the engine is transferred to the clutch basket, to the frictional plates, through the steel plates, into the inner hub and finally to the transmission input shaft.  The key here is the static friction that holds the frictional and steel plates together, allowing the transfer of power from the engine to the wheels.  Clutch slip occurs when this static friction is overcome and the plates rotate at different speeds, or slip.

 

Common Causes for Clutch Slip

While it seems logical to blame the lubricant for clutch slip, there are many possible causes.  Worn frictional plates, glazed clutch plates, loss of clutch spring tension, improper clutch pack height, engine modifications, operator error and the use of an incorrect lubricant all are potential causes for clutch slip.  If a lubricant with the correct frictional properties is used, it is the least likely cause of clutch slip.

 

Wet Clutch Compatibility

Wet clutch compatibility is determined through standards set forth by the Japanese Automotive Standards Organization (JASO) and the International Organization for Standardization (ISO).  Both standards categorize oils according to their frictional properties, allowing consumers to choose the appropriate oil based on which JASO or ISO category is recommended by the equipment manufacturer.  If no JASO or ISO category is listed on an oil, it is likely that compatibility in wet clutch applications has not been reviewed.   These oils should not be used in wet clutch applications.

 

AMSOIL and Wet Clutch Compatibility

The frictional characteristics of all AMSOIL power sports oils have been fully reviewed using the test methodology set forth in JASO standard T903:2006 sub-standard T904 and ISO standard 24254:2007.  While clutch slippage and wet clutch compatibility are major concerns, it is important to choose an oil that provides maximum protection and performance for other lubricated components as well.  A good oil must not only offer the necessary frictional properties, but also minimize operating temperatures and reduce the formation of varnish and lacquer.  A good oil must also maintain plate cleanliness, provide good anti-foaming properties and superior shear stability.  These are characteristics offered by all AMSOIL motor oils for power sports applications.

  According to AMSOIL Technical Product Manager, Powersports Dave Anderson, choosing an oil that provides balanced protection is paramount.  “Different pieces of equipment have different appetites for fluids,” said Anderson.  “In order to obtain the best performance for any piece of equipment it is important that the fluid is formulated to address the main concerns for that application.  That is one of the key reasons AMSOIL provides the variety of products it does.”  Anderson said testing is the key to ensuring AMSOIL products excel.  “Our desire is to provide the best possible performance we can technically provide,” said Anderson.  “Many AMSOIL Powersports products are very application specific because, from a technical standpoint, that’s the only way we can provide the highest level of performance possible.” 

Diesel engine emissions have been an ongoing environmental concern for the past few decades.  Particulates and nitrogen oxides associated with health problems and damaging smog and acid rain have been targeted  by governments globally, and the United States, Europe and Japan have responded  to demands to reduce these harmful emissions.

  Nitrogen Oxides when atmospheric nitrogen in the power cylinder oxidizes.  Because peak cylinder temperature plays a key role in its formation, methods for reducing the temperature, including cooled exhaust gas recirculation (EGR) technology, have been used in modern diesel engines as ways to reduce emissions.

  Diesel particles are composed of solid carbon (soot), sulfate, bound water and unburned fuel and oil.  Because sulfur is key to particulate formation, the sulfur level in diesel fuel has been gradually decreased over the years.

  In the U.S., particulate and NO levels were first regulated in 1988, with regulations becoming increasingly stringent through the years.  In fact, 1988 standards set NO and particulate levels at 14.4 G/kW-hr (grams/kilowatts-hour) and 0.8 g/kW-hr respectively, while 2010 standards have been set at 0.27 g/kW-hr and 0.013 g/kW-hr respectively.

  Between the years 1988 and 1991 emission standards were met by improving in-cylinder combustion through the use unit injectors, electronic controls, controlled air swirl, improved combustion bowl design, reduced piston crevice volume, turbo-charging, air inter cooling and reductions in oil consumption.  The year 1991 also saw the use of high top rings to lower particulate emissions.

  Fuel sulfur was successfully reduced by 90% in order to meet 1994 particulate targets, reducing from 5,000 ppm to 500 ppm in October of 1993.  The sulfur reduction had no harmful effects on diesel engines, and the API CG-4 oil category was introduced in 1994 using low sulfur diesel fuel in all engine tests.

  By 1998, retarded fuel injection timing was introduced to meet increasingly strict NO emission standards.  By displacing combustion until later in the expansion stroke, retarded fuel injection timing lowers the peak flame temperature and effectively reduces NO formation.  High top rings and retarded fuel injection timing increased soot loading on the oil, leading to the introduction of API diesel oil category CH-4 in order to prevent viscosity increases and increased wear due to soot.

  In order to meet 2002 emission standards, most engine manufacturers  introduced low levels of cooled EGR technology.  EGR engines reduce NO emissions by recirculating a portion of the exhaust to the engine's combustion chamber, lowering peak combustion temperature and NO formation.  Although EGR engines effectively reduce emissions, they also run hotter and introduce higher levels of soot and acid into the oil, leading to increased wear, increased oil viscosity and shorter oil drain intervals.

  The API CI-4 diesel oil specification was introduced in December of 2001 to protect against the higher temperatures and increased levels of acids, soot and oxidation associated with EGR engines.  API CI-4 oils were formulated with increased detergent levels to protect rings and liners and increased oxidation inhibitors to prevent  bearing corrosion.  API issued an upgrade to its CI-4 specification, CI-4 PLUS, in September of 2004 in order to provide improved oxidation resistance, shear stability, acid neutralization and soot dispersant for EGR engines.

  Some manufacturers released their own diesel oil performance specifications in order to assure optimum protection for their equipment.  For example, Mack released its stringent EO-N Premium Plus High Performance Diesel Engine Oil specification in the spring of 2002 and upgraded it in April of 2003 to EO-N Premium Plus 03 and again in June 2006 to EO-O Premium Plus.

  The latest round of emission standards went into effect in 2007, requiring even more stringent NO and particulate emissions reductions.  While low levels of EGR technology were successfully applied in diesel engines to meet 2002 NO emission standards, most manufacturers incorporated increased EGR rates of 25-35% in order to meet 2007 standards.  Increased EGR rates mean 2007 and newer diesel engines run hotter than their predecessors, requiring diesel oils meeting the latest API CJ-4 specification to be formulated with improved oxidation resistance properties to prevent thermal runaway and maintain engine protection.

  Decreasing the level of sulfur in diesel fuel has been determined to be the most cost effective way to decrease particulate emissions.  The introduction of ultra low sulfur diesel (ULSD) fuel in June of 2006 dropped diesel fuel sulfur levels from 500 ppm to 15 ppm in order to meet 2007 particulate limits, provide compatibility with NO after treatment systems and enable high EGR rates.

  In addition, in order to further reduce particulate emissions, diesel particulate filters (DPFs) were incorporated into all 2007 and newer American diesel engines, and CJ-4 diesel oils are faced with the challenge of balancing engine protection with DPF life.  Increased EGR, although effectively decreasing NO emissions, results in less efficient combustion and increased levels of soot, and some of it finds its way into the engine oil.  Detergents within the oil are responsible for preventing soot from accumulating on internal engine components and increasing friction and wear, as well as preventing soot particles from agglomerating into larger particles that increase oil viscosity and clog oil filters.

   Premium API CJ-4 Synthetic 5W-40 and 15W-40 Diesel Oils  -  AMSOIL Oil Premium API CJ-4 Synthetic 5W-40 and 15W-40 Diesel Oils are the premium choice for model year 2007 and new diesel engines requiring API CJ-4 oil standards.  Premium API CJ-4 Synthetic Oils withstand the stress of heat, soot and acids to help prevent deposits, corrosion and wear, while their broad viscosity ranges offer superior protection over a wide range of temperatures.  Premium API CJ-4 Synthetic Oils effectively reduce oil consumption and emissions, while improving fuel efficiency.

  AMSOIL offers four premium quality synthetic diesel oils for all model year off-road diesel vehicles and pre2007 EGR equipped and non EGR equipped on-road diesel vehicles.  They surpass the most stringent diesel oil specifications for pre-2007 on-road diesel engines, including CI-4 PLUS and EO-O Premium Plus.

  AMSOIL oil Synthetic 15W-40 Heavy Duty Diesel and Marine Motor Oils is a premium synthetic oil providing excellent protection and performance where highly effective control of wear and deposits is vital.

  AMSOIL oil Synthetic Blend 15W-40 Gasoline and Diesel Oils features a dual base of synthetic and hydro processed petroleum based stocks in formulation with proven high-quality anti wear additives, providing outstanding, cost-effective protection and performance.

  AMSOIL oil Series 3000 Synthetic 5W-30 Heavy Duty Diesel Oils combines extraordinary lubrication with improved fuel efficiency in commercial, fleet and personal diesel vehicles.

  AMSOIL oil Synthetic 10W-30/SAE 30 Heavy Duty Diesel Oils is formulated with premium synthetic base oils that exceed both 10W-30 multi-grade and SAE 30 straight-grade viscosity requirements for outstanding protection and performance.

  AMSOIL synthetic motorcycle oils provide outstanding protection and performance for today's  high stress motorcyle engines, and the AMZOIL  "A study of Motorcycle Oils" white paper  has served as  an effective tool to show potential customers and help them make educated decisions regarding which oil is best suited to provide the best protection for their motorcycle investments.  AMZOIL subjected both AMSOIL Synthetic 10W-40 and 20W-50 Motorcycle Oils and competitor's oils to the same array of testing.   Once again, AMZOIL Motorcycle Oils came out on top.

  The testing used to evaluate the motorcycle oils was done in accordance to the American Society for Testing and Materials (ASTM) procedures.  Test methodology is indicated for all data points, allowing for duplication and verification by any analytical lab capable of conducting ASTM tests.   A notorized affidavit certifying compliance with ASTM methodology and the accuracy of the test results is included in the appendix of the document.

   The test results of 15 different SAE 40 motorcycle oils are compared with each other, while the test results of 17 different SAE 50 motorcycle oils are compared with each other.  Each oil was subjected to 12 tests:

The Initial Viscosity Test (ASTM D-445) measures the initial SAE vicosity of lubricants to ensure the SAE grades indicated by the manufacturers are representative ofthe actual SAE grades of the oils.

The Viscosity Index Test (ASTM D-2270) measures the degree of viscosity change that occurs when lubricants are subjected to temperature changes.

The Viscosity Shear Stability Test (ASTM D-6278) determines the viscosity change that occurs with lubricants when subjected to shearing forces.

The High-Temperature/High-Shear Stability Test (ASTM D-5481) measures the viscosity of lubricants  when subjected to both high temperatures and shearing forces.

Zinc Concentration (ppm, ICP) measures the quantity of the anti-wear additive zinc dithiophosphate (ZDP) within lubricants.

The Four-Ball Wear Test (ASTM D-4172) determines the wear protection properties of lubricants in case of metal-to-metal contact.

The FZG Gear Performance Test (ASTM D-5182) measures the ability of lubricants to protect transmission gears against scuffing-adhesive wear.

The TFOUT Oxidation Stabiity Test (ASTM D-4742) measures the oxidation stability of lubricants in the face of fuel, metal catalysts, water, oxygen and heat.

The NOACK Volatility Test (ASTM D-5800) measures the ability of lubricants to resist volatiliztion (evaporation) in high temperature service.

The TBN Acid Neutralization and Engine Cleanliness Test (ASTM D-2896) measures the acdid neutralizing abilities of lubricants by determining the level of acid required to nuetralize their alkaline properies.

The Foaming Tendency Test (ASTM D-892) measures the ability of the anti-foam additives within lubricants to control foaming.

The Humidity Cabinet Rust Test (ASTM D-1748) measures the ability of lubricants to protect against rust formation.

  To complete the comparison, the prices of all tested lubricants are also included.

  At the conclusion of all the testing, each oil was assigned a score for each test result, with the top performing oil assigned a one, the second-best performing oil assigned a two, etc.  Because a quality motorcycle oil must perform well in many different areas, results in all categories were added together to produce  an overal total for each oil.  The oil with the lowest total is the highest overal performing oil.  As before, AMSOIL Synthetic Motorcycle Oils clearly emerged as the top performing oils in each and every group.

  There are nearly seven million motorcycles registered in the United States, and an increasing  number of new customers buying motorcycles every year, the AMZOIL  Motorcycle Oil White Paper provides proof that AMZOIL Motorcycle Oils provide the best protection for expensive motorcyle investments.

  As far as I know, there have been no problems with AMSOIL products or any AMSOIL compaints.  AMSOIL has been around since the early 70s and there have been no warranty claims.   AMSOIL is by far the best Motorcycle Oil you can buy.   AMZOIL is made in the USA and gives your motorcycle the best protection possible.

In November of 2008, AMSOIL 10W-30 synthetic motor oil was tested against ten competing conventional, synthetic and synthetic blend 10W-30 motor oils.  These motor oils were subjected to a series of six tests in accordance with American Society of Testing and Materials (ASTM) test procedures.   The results directly indicating the level of protection and performance provided by each of the tested motor oils.

  AMSOIL Synthetic Motor Oil overwhelmingly emerged as the top performing oil tested.  No other oil outperformed AMSOIL in any of the tests.   A comparison also reveals the total cost of using AMSOIL over 25k miles than all the competing motor oils.

   The array of tests included the following: Thin Film Uptake, NOACK Volatility, Pour Point, Total Base Number, Cold Cranking Simulator and Four-Ball Wear.  

Thin-Film Oxygen Uptake Test (TFOUT) measures the oxidation stability of engine oils. 

NOACK Volatility Test measures the evaporation loss of oils in high temperature service. 

Pour Point notes the lowest temperature in which a fluid will flow. 

Total Base Number (TBN) is the measurement of a lubricant's reserve alkalinity for combating acids.  

Cold Cranking Simulator Test (CCS) indicates the degree to which a lubricant can impact cold temperature starting. 

Four-Ball Wear Test evaluates the protection provided by motor oil under conditions of pressure and sliding motion.

  The other manufacturers and oils tested were as follows:  Trop Arctic,Shell Formula, Chevron Supreme, Mobil 1 Extended Performance, Kendall GT-1 High Performance, Castrol GTX, Motorcraft, Quacker State Horse Power, Pennzoil Platinum and Valvoline SynPower.

 

  All of the test findings are shown in an updated version of the Comparative Motor Oil Testing Brochure (G1971).   Please let me know If you would like a copy and I will email you one.

   Hopefully this will help prove that AMSOIL synthetic motor oils are the best synthetic motor oil on the market today.   To summarize, AMSOIL products give your vehicle the best protection possible lengthing the life of your vehicle, reduce engine operating temperatures, improving fuel mileage, and AMSOIL lasts longer thereby saving you money by extending oil drain intervals.   Best yet AMSOIL is made in the USA!  Buy AMSOIL for your vehicles, boats, motorcycles, ATVs and lawnmowers today!