This is a long read but well worth it if you are truly looking for the Best Synthetic Motorcycle oil.It shuts up the gain sayers…
Motorcycles have long been used as a popular means of general transportation as well as for recreational use. There are
nearly seven million registered motorcycles in the United States, with annual sales in excess of one million units. This trend
is unlikely to change. As with any vehicle equipped with an internal combustion engine, proper lubrication is essential to
insure performance and longevity. It is important to point out that not all internal combustion engines are similarly designed
or exposed to the same types of operation. These variations in design and operation place different demands on engine
oils. Specifically, the demands placed on motorcycle engine oils are more severe than those placed on automotive engine
oils. Therefore, the performance requirements of motorcycle oils are more demanding as well.
Though the degree may be debatable, few will disagree that a difference exists between automotive and motorcycle applications.
In which area these differences are and to what degree they alter lubrication requirements are not clear to most
motorcycle operators. By comparing some basic equipment information, one can better understand the differences that exist.
There are six primary differences between motorcycle and automotive engine applications:
1. Operational Speed – Motorcycles tend to operate at engine speeds significantly higher than automobiles. This
places additional stress on engine components, increasing the need for wear protection. It also subjects lubricating
oils to higher loading and shear forces. Elevated operating RPMs also promote foaming, which can reduce an oil’s
load-carrying ability and accelerate oxidation.
2. Compression Ratios – Motorcycles tend to operate with higher engine compression ratios than automobiles.
Higher compression ratios place additional stress on engine components and increase engine operating temperatures.
Higher demands are placed on the oil to reduce wear. Elevated operating temperatures also promote thermal
degradation of the oil, reducing its life expectancy and increasing the formation of internal engine deposits.
3. Horsepower/ Displacement Density – Motorcycle engines produce nearly twice the horsepower per cubic inch
of displacement of automobile engines. This exposes the lubricating oil to higher temperatures and stress
4. Variable Engine Cooling – In general, automotive applications use a sophisticated water-cooling system to control
engine operating temperature. Similar systems can be found in motorcycle applications, but other designs also
exist. Many motorcycles are air-cooled or use a combination air/oil design. Though effective, they result in greater fluctuations
in operating temperatures, particularly when motorcycles are operated in stop-and-go traffic. Elevated operating
temperature promotes oxidation and causes oils to thin, reducing their load carrying ability.
5. Multiple Lubrication Functionality – In automotive applications, engine oils are required to lubricate only the
engine. Other automotive assemblies, such as transmissions, have separate fluid reservoirs that contain a lubricant
designed specifically for that component. The requirements of that fluid differ significantly from those of automotive
engine oil. Many motorcycles have a common sump supplying oil to both the engine and transmission. In such cases,
the oil is required to meet the needs of both the engine and the transmission gears. Many motorcycles also incorporate
a frictional clutch within the transmission that uses the same oil.
6. Inactivity - Motorcycles are typically used less frequently than automobiles. Whereas automobiles are used on a
daily basis, motorcycle use is usually periodic and in many cases seasonal. These extended periods of inactivity place
additional stress on motorcycle oils. In these circumstances, rust and acid corrosion protection are of critical concern.
It is apparent that motorcycle applications place a different set of requirements on lubricating oils. Motorcycle oils, therefore,
must be formulated to address this unique set of high stress conditions.
Purpose
The purpose of this paper is to provide information regarding motorcycle applications, their lubrication needs and typical
lubricants available to the end user. It is intended to assist the end user in making an educated decision as to the lubricant
most suitable for his or her motorcycle application.
Method
The testing used to evaluate the lubricants was done in accordance with American Society for Testing and Materials (ASTM)
procedures. Testing was finalized in May 2009. Test methodology has been indicated for all data points, allowing for duplication
and verification by any analytical laboratory capable of conducting the ASTM tests. A notarized affidavit certifying
compliance with ASTM methodology and the accuracy of the test results is included in the appendix of this document. Five
different laboratories were used in the generation of data listed within this document. In all cases blind samples were submitted
to reduce the potential of bias.
Scope
This document reviews the physical properties and performance of a number of generally available motorcycle oils. Those
areas of review are:
1. An oil’s ability to meet the required viscosity grade of an application.
2. An oil’s ability to maintain a constant viscosity when exposed to changes in temperature.
3. An oil’s ability to retain its viscosity during use.
4. An oil’s ability to resist shearing forces and maintain its viscosity at elevated temperatures.
5. An oil’s zinc content.
6. An oil’s ability to minimize general wear.
7. An oil’s ability to minimize gear wear.
8. An oil’s ability to minimize deterioration when exposed to elevated temperatures.
9. An oil’s ability to resist volatilization when exposed to elevated temperatures.
10. An oil’s ability to maintain engine cleanliness and control acid corrosion.
11. An oil’s ability to resist foaming.
12. An oil’s ability to control rust corrosion.
Individual results have been listed for each category. The results were then combined to provide an overall picture of the
ability of each oil to address the many demands required of motorcycle oils.
5
Review Candidates
Two groups of candidate oils were tested, SAE 40 grade oils and SAE 50 grade oils. The oils tested are recommended
specifically for motorcycle applications by their manufacturers.
Brand
(click to enlarge)
SAE Viscosity Grade (Initial Viscosity – SAE J300)
A lubricant is required to perform a variety of tasks. Foremost is the minimization of wear. An oil’s first line of defense is its
viscosity (thickness). Lubricating oils are by nature non-compressible and when placed between two moving components
will keep the components from contacting each other. With no direct contact between surfaces, wear is eliminated. Though
non-compressible, there is a point at which the oil film separating the two components is insufficient and contact occurs.
The point at which this occurs is a function of an oil’s viscosity. Generally speaking, the more viscous or thicker an oil, the
greater the load it will carry. Common sense would suggest use of the most viscous (thickest) oil. However, high viscosity
also presents disadvantages. Thicker oils are more difficult to circulate, especially when an engine is cold, and wear protection
may be sacrificed, particularly at start-up. Thicker oils also require more energy to circulate, which negatively affects
engine performance and fuel economy. Furthermore, the higher internal resistance of thicker oils tends to increase the operating
temperature of the engine. There is no advantage to using an oil that has a greater viscosity than that recommended
by the equipment manufacturer. An oil too light, however, may not possess sufficient load carrying ability to meet the
requirements of the equipment.
From a consumer standpoint, fluid viscometrics can be confusing. To ease selection, the Society of Automotive Engineers
(SAE) has developed a grading system based on an oil’s viscosity at specific temperatures. Grading numbers have been
assigned to ranges of viscosity. The equipment manufacturer determines the most appropriate viscosity for an application
and indicates for the consumer which SAE grade is most suitable for a particular piece of equipment. Note that the SAE
grading system allows for the review of an oil’s viscosity at both low and high temperatures. As motorcycle applications
rarely contend with low temperature operation, that area of viscosity is not relevant to this discussion.
The following chart identifies the viscosities of the oils before use. The purpose of testing initial viscosity is to ensure that
the SAE grade indicated by the oil manufacturer is representative of the actual SAE grade of the oil, and that it is therefore
appropriate for applications requiring such a fluid. The results were obtained using American Society for Testing and
Materials (ASTM) test methodology D-445. The fluid test temperature was 100° C and results are reported in centistokes.
Using SAE J300 standards, the SAE viscosity grades and grade ranges for each oil were determined and are listed below.
Scoring and Summary of Results
Each oil was assigned a score for each test result. The oil with the best test result was assigned a 1. The oil with the second
best result was assigned a 2, and so on. Oils demonstrating the same level of performance were assigned the same number.
Note that the results of each test have not been weighted to reflect or suggest the degree of significance it represents
in a motorcycle application. The degree of significance will vary between individual applications and by consumer perception.
As oils must perform a number of tasks, results in all categories were added together to produce an overall total for each oil.
The oil with the lowest total is the overall highest performer
This chart contains all the SAE 40 comparison test results.( click to enlarge it )
This is the Conclusion of the study
The intent of this page/study is to provide scientific data on the performance of motorcycle oils and information on their
intended applications. The document also attempts to dismiss several rumors or mistruths common to motorcycle oils. In
doing so, it will assist the reader in making an informed decision when selecting a motorcycle oil.
The tests conducted are intended to measure variables of lubrication critical to motorcycles, with some having much greater
value than others. Gear and general anti-wear protection, oxidation stability and rust protection are the most important, with
zinc content being among the least important. The results were not weighted based on importance. The value of each test
is to be determined by the reader.
The data presented serves as predictors of actual service; the better the score, the better the performance. AMSOIL MCF
and MCV demonstrated superior performance, particularly in the most important areas, and each ranked first overall in its
respective category. It should be noted that the performance of a given manufacturer’s oils was not always consistent
between viscosities.
The results suggest a relationship between the cost of an oil and its level of performance. Generally, higher priced oils tend
to perform better, although price alone is not a guarantee of performance. Bel-Ray V-Twin was the most costly oil tested,
yet many lower priced oils showed better performance. Price must be put into perspective. The cost of oil compared to the
cost of a motorcycle is minimal. The cost difference between the average price for motorcycle oils and the most expensive
oils is less than $15 per oil change. If the performance of an oil can support an extended oil change interval, that cost is
reduced. The consumer must consider the performance and benefits offered by an oil and how those benefits affect their
motorcycle investment to determine the oil’s value.
In conclusion, maximum performance and cost effectiveness are obtained when one looks beyond marketing claims and
selects a product based on the data that supports it.
This is an affidavit (click to enlarge)
