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Showing posts with label amsoil synthetic. Show all posts
Showing posts with label amsoil synthetic. Show all posts
Today's #ProductHighlight is Synthetic Industrial EP Gear Oil.
Fortified with extreme-pressure (EP) additives to provide industrial-grade performance and protection. Designed to exceed the increased protection requirements of gears and bearings operating under severe-service and shock-loading conditions. Delivers complete gearbox protection, with an emphasis on extreme-pressure gear protection, heat resistance and cold-temperature operability.
Compared to other synthetic motor oils on the market, AMSOIL Signature series performs far better and protects engines, turbos and emission systems better than other brands.
Click photo for more detail view of Signature Series Chart
• 2019 Harley-Davidson* Street Bob* • Milwaukee-Eight* 107 c.i. engine • 1,000 miles on engine dyno • 300ºF (149ºC) oil temperature • 421ºF (216ºC) max. cylinder temperature
Extreme heat is the biggest enemy for a powerful air-cooled V-twin engine, like those found on most Harley-Davidson* motorcycles. In fact, when designing its latest V-twin engine platform – the Milwaukee Eight* – Harley asked riders what they wanted from its newest engine. Two themes emerged: more power and less heat.
Extreme heat can ruin your ride
Some riders have complained about intense heat radiating from the engine while riding, particularly the rear cylinder, which doesn’t receive as much airflow as the front cylinder.
Extreme heat not only challenges rider comfort, it challenges the engine.
If, for example, heat causes the piston to expand beyond acceptable tolerances, it can rub against the cylinder wall and cause scuffing.
Heat also causes some oils to thin and lose viscosity. The oil can become so thin the engine loses oil pressure, causing the oil-pressure gauge to bottom out.
Riding conditions turn up the heat
V-twin heat becomes especially problematic when riding on hot summer days in conditions that limit airflow over the engine, such as in slow-moving parade or rally traffic. In extreme cases, the bike’s electronic temperature controls shut down the bike if it gets too hot.
Oil-cooled Milwaukee-Eight engine
Harley introduced its Milwaukee-Eight engine in 2016 in part to reduce extreme heat and enhance rider comfort. The engine uses a system of oil-filled cooling jackets surrounding the cylinders to reduce heat. The oil absorbs heat and carries it to a small oil cooler, where it dissipates into the atmosphere.
1,000-mile dyno test
To test AMSOIL Synthetic V-Twin Motorcycle Oil in the latest V-twin technology, we purchased a 2019 Harley-Davidson Street Bob equipped with a 107-c.i. Milwaukee Eight engine.
We instrumented the bike and rode it on the street to establish a baseline for “real-world” operation. This confirmed that low-speed, low-airflow conditions, like stop-and-go traffic, created the most challenging conditions.
We then installed the bike on the dyno in our mechanical lab and subjected it to a 1,000-mile test designed to simulate the worst-case conditions we saw on the street. One thousand miles is enough to make 640 trips down Main Street in Sturgis.
Airflow over the engine was restricted to hold the oil-sump temperature at a steady 300ºF (149ºC). Cylinder temperature topped out at 421ºF (216ºC). In these conditions, the oil can quickly oxidize (chemically break down), which causes the viscosity to increase until it’s out of grade and no longer provides the protection the engine requires.
Extreme heat no match for AMSOIL
Following the test, we chemically analyzed the oil to measure viscosity, oxidation, total base number (TBN) and wear metals. We also examined engine parts, in addition to the compensator, for wear or distress.
As shown, AMSOIL 20W-50 Synthetic V-Twin Motorcycle Oil (MCV) provided exceptional protection. The piston skirt contains virtually no wear, while deposits are minimal given the extreme conditions. In addition, the rings still move freely for maximum compression and power. The wear surfaces on the compensator are also in excellent condition, indicating the oil provided smooth, reliable shifts.
Rear-Cylinder Piston
The rings are virtually deposit free and didn’t stick for maximum compression and power. The skirt contains minimal scuffing for long engine life.
Compensator
The wear surfaces show minimal distress, indicating the oil protected the compensator for smooth, quiet shifts.
Oil analysis results are also impressive. The oil stayed within its viscosity grade despite the extreme heat. The oil limited oxidation and retained its TBN, which is a measure of its ability to fight corrosive acids. Finally, the oil limited wear metals to trace levels, indicating its excellent level of wear protection.
New 10W-40 viscosity joins the lineup, protecting engines on the street and during storage.
Taking your classic car or hot rod out of storage is an exciting time for enthusiasts. For many, it marks the end of a long winter or lengthy period of inactivity during which their prized car was stored under cover in the garage.
Storage invites engine-damaging corrosion
During that time, rust or corrosion may have formed on engine parts due to humidity and moisture from changes in ambient temperature.
Rust and corrosion can be just as devastating to an engine as dirt or sludge. It can flake off metal and populate the oil with wear-causing particles, which scour bearings, cam lobes and other parts before the filter has a chance to capture them.
It contains potent rust and corrosion inhibitors that protect the inside of your engine during storage so you can rest assured it will be ready to roll when you are.
Motor oil has no natural ability to resist rust or corrosion. Instead, special inhibitors must be added to the formulation to keep metal components protected. Not all motor oils contain sufficient rust and corrosion inhibitors to protect engines during long-term storage.
Added ZDDP for added wear protection
Flat-tappet cams, found in many classic cars and hot rods, present another challenge some motor oils aren’t formulated to handle.
Their design makes them especially vulnerable to wear. As the name indicates, the tappet, or lifter, is flat. During operation, the surface of the cam lobe slides rapidly over the surface of the tappet, producing high friction and temperatures. The camshaft and lifters are responsible for triggering the precisely tuned movements of the valvetrain. Here, the use of anti-wear additives becomes crucial.
Zinc dialkyldithiophosphate (ZDDP) is a commonly used motor oil additive that provides anti-wear protection and minimizes lubricant breakdown. ZDDP also exhibits mild extreme-pressure protection. As temperatures in the engine rise, ZDDP decomposes, and the resulting chemistry protects critical metal surfaces.
Because most V-8 engines of the muscle car era came standard with flat-tappet cams, the problem is prevalent to classic-car and hot rod owners.
Modern oils aren’t formulated to tackle this problem. They contain reduced ZDDP levels due to its propensity to harm catalytic converters. For that reason, it’s best to use a high-ZDDP oil formulated specifically for classic cars and hot rods, such as AMSOIL Z-ROD Synthetic Motor Oil. It’s available in 10W-30, 10W-40 and 20W-50.
The automotive industry’s latest specifications, ILSAC GF-6 and API SP, are now effective. AMSOIL is ahead of the game.
Original equipment manufacturers (OEMs) are under pressure to improve fuel economy and reduce emissions. As a result, most new engines today use some combination of turbochargers, direct-fuel injection and variable valve timing to deliver better fuel economy and increase horsepower.
The trend of lighter engine oils to achieve these goals continues with 0W-16 viscosities emerging in the market and 0W-12 and 0W-8 expected to follow. The industry has responded to these advanced engine technologies and ultra-light oil viscosities with two new oil specifications: ILSAC GF-6 and API SP.
The Split: GF-6A and B
The International Lubricant Standardization and Approval Committee (ILSAC) has set a new precedent in the passenger-car motor oil market by splitting its specification into two parts. One of the main differences between the two specifications is compatibility. See the chart below.
Both versions focus on wear protection, prevention of low-speed pre-ignition (LSPI) and improved engine cleanliness. However, GF-6B features a more stringent fuel economy test. Engine oils can easily be identified as ILSAC GF-6A or 6B by the API emblem on the front label of the packaging. A shield represents the GF-6B specification, while the traditional starburst indicates a GF-6A product. Both ILSAC specifications meet the industry-standard API SP specification which is most commonly found in owners’ manuals.
We Are Ready
Our claims about using advanced technology aren’t just talk, and this specification update proves it once again. AMSOIL synthetic motor oils already meet or exceed the new industry standards and require no change in formulation. This is not the first time we’ve been in this position. While the competition works on making major formulation adjustments, we are ready. Our product labels will soon feature the new specifications as inventories of current packaging are depleted.
It’s important to use the right motor oil for your European vehicle, but the sea of specifications can make it a challenge. AMSOIL European Car Formula finds the sweet spot of emission compatibility and complete engine protection for every application.
The European Automobile Manufacturers’ Association (ACEA) establishes lubricant standards for Europe, similar to the American Petroleum Institute (API) in the United States. ACEA recognizes that European engines differ from U.S. engines in both design and operating conditions. European OEMs often maintain their own motor oil performance specifications and play a larger role in their development than their U.S. counterparts. Volkswagen* drivers, for example, must use an oil that meets the requirements of VW’s own performance specs. The same holds for Mercedes*, BMW*, Porsche* and other European vehicles. Many European vehicles available in North America today feature gasoline and diesel engines with emissions systems that are highly sensitive to the SAPS content of motor oil. These advanced emissions systems require lower SAPS formulations to properly function for a long period of time. The required formulations match the exacting engine oil specifications of ACEA and European OEMs to ensure they are compatible with current emissions systems while still providing engine protection. EUROPEAN CAR FORMULA SYNTHETIC MOTOR OIL
Engineered to meet or exceed European MANUFACTURERS.SPECIlCATIONS
Balanced formulations that consider the needs of modern exhaust treatment devices
Excellent protection for gasoline and diesel engines
Fights sludge for superior engine cleanliness
*All trademarked names and images are the property of their respective owners and may be registered marks in some countries.No affiliation endorsement claim, express or implied, is made by their use. All products advertised here are developed by AMSOIL for use in the applications shown.
The turbocharger/direct fuel injection combo has emerged as automakers’ favored choice for producing powerful engines and meeting government fuel-economy requirements. The increased airflow turbos generate enables an engine to burn more fuel and produce more power, but this power comes at a cost. The tremendous heat and stress turbos create cause some oils to break down and form harmful bearing deposits through a process known as turbo coking. Over time, turbos can suffer reduced performance or fail altogether.
How Turbos Could Slow You Down
The deposits common to turbochargers can lead to:
Blocked oil passages, oil starvation and eventual failure
Reduced turbine speed – resulting in lower boost pressures, reduced performance and poor efficiency
Oil breakdown and oil burning
Expensive turbo rebuild or replacement
The GM Turbo Coking Test
The Turbo Coking Test was designed to simulate the extreme operating conditions of a turbocharged engine. It evaluates a motor oil’s ability to resist deposit buildup in the oil passages and bushings of a turbocharger. Temperature increases within the turbo and the weight of any deposits are recorded.
Test Parameters
Engine - 2012 GM 1.4L Duration - 2,000 cycles of extreme heat soaks – approximately 537 hours Measures - A motor oil’s ability to resist deposits in a turbocharger’s oil passages and bushings Simulates - High-heat operation of a turbocharged engine Requirement - Temperature change within the turbocharger limited to 13 percent
Signature Series protects turbochargers 72% better than required by GM dexos1® Gen 21
The GM Turbo Coking Test requires an oil to limit the temperature change within the turbocharger to 13 percent or less to pass the test. Signature Series limited the temperature increase to only 3.6 percent, controlling heat and proving it protects against deposits common to high-temperature engine environments. For more information or to buy AMSOIL Signature Series Synthetic Motor Oil
1Based on independent testing of AMSOIL Signature Series 5W-30 in the GM Turbo Coking Test as required for the GM dexos1 Gen 2 specification. *All trademarked names and images are the property of their respective owners and may be registered marks in some countries. No affiliation or endorsement claim, express or implied, is made by their use. All products advertised here are developed by AMSOIL for use in the applications shown.
The health of your engine depends on motor oil circulating quickly and efficiently through the system, but sticking components and obstructed passages inhibit motor oil from lubricating, cooling and protecting your engine. Engine “sludge” occurs when oxidized oil and contaminants build up on engine surfaces. It can restrict the flow of oil to the point of engine failure and costly repairs.
Sludge: Where It Starts & How It Ends
The valve cover and oil pan are generally the first areas sludge appears. The oil pick-up tube screen is often the next spot it accumulates, impeding oil flow through the system. What begins as a thin film of lacquer or varnish deposits eventually bakes into an expensive mess.
The Sequence VG Engine Test
Engine failures due to sludge are often caused by a clogged pick-up tube screen – the motor is effectively starved of oil. The Sequence VG Engine Test determines how well an oil resists sludge formation and keeps the lubricant flowing freely throughout the system. The test is required for API SN PLUS – a specification recommended by most domestic vehicle manufacturers.
TEST PARAMETERS
Engine Ford* 4.6L V-8 Duration 216 hours Measures Sludge and varnish deposits, piston ring sticking, clogged oil pump screens and roller pin wear Simulates Taxi, delivery or commuter vehicle service Requirement Oil pick-up tube screen limited to 10 percent blockage
The Results
Signature Series Synthetic Motor Oil was subjected to the Sequence VG to measure its ability to prevent sludge. As expected, Signature Series produced an oil pick-up tube screen virtually free from sludge (see image). Our unique combination of detergents and high-quality base oils control oxidation and sludge to keep engines clean and efficient.
Signature Series has 50 percent more detergents1 to help keep oil passages clean and promote oil circulation. It provides 90% better protection against sludge2.
1 vs. AMSOIL OE Motor Oil 2 Based on independent testing of AMSOIL Signature Series 5W-30 in the ASTM D6593 engine test for oil screen plugging as required for the API SN PLUS specification. *All trademarked names and images are the property of their respective owners and may be registered marks in some countries. No affiliation or endorsement claim, express or implied, is made by their use. All products advertised here are developed by AMSOIL for use in the applications shown.
It’s well-known that racing is one of the ways AMSOIL motor oils are tested, proven and fine-tuned to become the exceptional products we stand behind. We don’t invest in racers simply to put the AMSOIL brand in front of fans; AMSOIL racers become technical partners.
AMSOIL Synthetic Dirtbike Oil
The development of new AMSOIL Synthetic Dirt Bike Oil, introduced last month, offers a perfect example. AMSOIL-sponsored supercross and motocross racers identified consistent clutch feel as a key performance attribute on the track. At the time, there was no dirtbike-specific oil on the market that provided the level of clutch consistency professional and amateur riders need. Consistent clutch feel is critical to riders during race starts to keep the bike from lurching forward prior to the gate dropping. Trail riders, meanwhile, need consistent clutch feel to confidently navigate obstacles without having to shift gears and lose momentum.
Armed with that information, AMSOIL engineers went to work. Clutch feel is inherently subjective, which creates challenges in designing a lubricant that delivers this benefit. To overcome that challenge, AMSOIL designed an extreme simulated-start test for dirt bikes. The test allows AMSOIL engineers to apply accelerated stress to a dirt bike’s clutch in order to monitor clutch feel produced by a candidate lubricant.
AMSOIL Synthetic Dirt Bike Oil was also subjected to extensive ontrack testing in the bikes of GEICO/AMSOIL/Honda Factory Connection and other professional riders. This combination of rider feedback and lab testing resulted in the final formulation of AMSOIL Synthetic Dirt Bike Oil.
Startup lubrication is directly affected by a lubricant's cold-flow
ability, and the impact is felt at higher temperatures than most
consumers realize. An oil’s cold-temperature performance refers to its ability to flow when the engine is cold, or below typical operating temperature (212°F), and not simply to what feels cold to humans – even some summer days can be cold to an engine.
Pour point has been defined as the lowest temperature at which a motor oil will continue to flow under prescribed conditions. ASTM D97 spells out the standardized procedure for determining an oil’s pour point. After heating it to 45°C (113°F) the sample is slowly cooled and tilted sideways every time the temperature drops 3°C (5°F). When the oil stops flowing it has reached the pour point.
AMSOIL synthetic motor oils have lower pour points and better cold-cranking capabilities than petroleum-based products. Long after petroleum oils have solidified, AMSOIL synthetic motor oils continue to flow.
The problems with cold weather go beyond this, however. Motor oils really need to be heated well above the pour point to achieve the desired pumping viscosity. Even at just below freezing (32°F), motor oil can become difficult to pump into the engine. It sits in the pan while the friction from moving parts heats the engine and conducts this heat down into the pan. As you can imagine, this lack of oil in an engine with fast moving parts has consequences. Cold-weather start-ups are a leading cause of engine wear.
Because
a motor oil’s service life can be greatly affected by vehicle operating
conditions, AMSOIL provides definitions for normal and severe service and
recommends corresponding drain intervals for each. One of the conditions used
to identify severe service is “excessive idling.” Because this term is somewhat
ambiguous, AMSOIL is adding a 700-hour limitation to its Signature Series
Synthetic Motor Oil drain interval for vehicles subjected to excessive idling.
In normal service, Signature Series is recommended for up to 25,000 miles, 700
hours of operation or one year, whichever comes first. In severe service,
Signature Series is recommended for up to 15,000 miles, 700 hours of service or
one year, whichever comes first.
New AMSOIL 10W-40(DB40), 10W-50 (DB50) and 10W-60 (DB60) Synthetic Dirt Bike Oil delivers
consistent clutch feel and outstanding gear protection in four-stroke dirt
bikes, helping riders maximize their performance on the trail and at the track.
It fulfills the demand for dirt-bike-specific motor oil and helps Dealers
diversify their businesses.
Effective May 1, 2014, online/catalog customers in the continental U.S. will receive free shipping on orders of $100 or more. Customers who order less than $100 will be charged a flat shipping fee of $8.50. Preferred Customers do not receive free shipping, but continue to save much more in discounts making the Preferred Customer option the best option in total savings in purchases of AMSOIL products. To purchase products at the Preferred Customer price you need only visit the AMSOIL Online Store. Once you add the Preferred Customer option to cart, prices immediately drop to reflect Preferred Customer pricing. If you are already a Preferred Customer just login with your Preferred Customer number.
Startup lubrication is directly affected by a lubricant's cold-flow
ability, and the impact is felt at higher temperatures than most
consumers realize. An oil’s cold-temperature performance refers to its ability to flow when the engine is cold, or below typical operating temperature (212°F), and not simply to what feels cold to humans – even some summer days can be cold to an engine.
