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Marti & Co. AG • Saxweg 5 • CH-9470 Buchswww.marti-buchs.ch • Tel. 081 750 51 00 • info@marti-buchs.ch

Performancematters.

Designed to perform.Designed to protect.

Designed for your engine.

E U R O P E A N M O T O R O I L F A M I L Y

0W-20 LS-VW(EZT):Use in vehicles thatrequire API SN-PLUS,SN… • ACEA C5 • VW508.00/509.00

0W-20 LS (AFE):Use in vehicles thatrequire API SN-PLUS (ResourceConserving), SN,SM… • ILSAC GF-5• ACEA C5 • A1/B1 •BMW LL-17FE+ • MB229.71 • Ford WSS-M2C947-B1 •Opel/Vauxhall OV0401547• Fiat 9.55535-GSX •Chrysler MS-12145 •Volvo VCCRBS0-2AE

0W-40 FS (EFO):Use in vehicles thatrequire ACEAA3/B3,A3/B4 • API SN/SM...• BMW LL-01 • MB229.1/229.3/229.5 •Porsche A40 • Renault0710, 0700 • VW/Audi502.00/505.00

5W-30 LS (AEL):ManufacturerApprovals: VW504.00/507.00Use in vehicles thatrequire API SN • ACEAC3 • GM dexos2 •Chrysler MS-11106 •MB 229.51 • BMW LL-04 • Porsche C30

5W-40 MS (AFL):ManufacturerApprovals: MB-Approval 229.51 •Porsche A40Use in vehicles thatrequire ACEA C3 • APISN/SM/CF... • BMWLL-04 • Chrysler MS-10850 (supersedesMS-10896) • FordWSS-M2C917-A • GMdexos2 (supersedesLL-A-025 and LL-B-025) • RenaultRN0700/RN0710 • VW/Audi 502.00/505.01

5W-40 FS (EFM):ManufacturerApprovals: MB-Approval 229.5 •Porsche A40 • VW/Audi 502.00/505.00Use in vehicles thatrequire ACEAA3/B3,A3/B4 • API SN/SM... •BMW LL-01 • Renault0710, 0700 •Opel GMLL-B-025

NEWNEW

OCTOBER 2020 | 3M A G A Z I N E

FEATURES

6 Mopar* Muscle – Go BeforeShow

8 Understanding Viscosity –What the Tests Tell You

10 Cut the Chatter

11 Target: Delivery Fleets

DEPARTMENTS

4 Letters to the Editor

5 Tech Talk

ADVERTISEMENTS

2 Performance Matters.

24 Prepare for Winter Storage

STAFF

EditorTerry Johnsen

Associate EditorJoel Youngman

Staff WritersJohn Baker

Jamie TrembathJoel Youngman

Graphic Design ManagerJeff Spry

Senior Graphic DesignerLuke Boynton

Content ContributionPam BrantleyAlex Thompson

Editorial ContributionEric BrandenburgMark Nyholm

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On the Webwww.AMSOIL.comwww.AMSOIL.ca

President & CEOAlan Amatuzio

Board ChairDean Alexander

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Letters to the EditorAMSOIL INC.

Communications DepartmentThe AMSOIL Building

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letters@AMSOIL.com

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THE COVERThis iconic duo was madefamous on TV's "TheDukesof Hazzard." The pairfeatured on the cover wasused on the popular show inits heyday.

Mopar* Muscle – Go Before Show | PAGE 6

*All trademarked names and images are the property of their respective owners and may be registered marksin 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.

4 | OCTOBER 2020M A G A Z I N E

OIL COMPETITORI’ve been an AMSOIL Dealer for awhile.Early on I recognized the value of theproducts that AMSOIL made (the numberof them has certainly grown over theyears). Yes, they were more expensivethan other products out in themarketplace.However, the other guys weren’t evenmaking the products that AMSOIL was,with the sole exception of Mobil 1.*When looking at the independent testingbetween AMSOIL products and the otherbrands in the marketplace, there simplywas no comparison. Performance-wise,AMSOIL set the bar; the others weren’teven close. Al and his company were theleaders. They invented the breed. Theother guys could only try to play catch-up;such was the competitive advantage thatAMSOIL had over the remainder of thefield. Put that together with Al’s integrityand decision and commitment to hisDealers – well, as they say, the rest ishistory. That was way back then – back inthe day.A lot has changed since then. There is anold saying – “A rising tide lifts ALL boats.”That was what AMSOIL did. You would behard pressed today to find a manufacturerthat didn’t offer some sort of syntheticproduct.I saw inCostco Connection magazinea little ditty about Kirkland* SignatureFull Synthetic SAE 5W-30 oil. I wouldlike to see independent product testingbetween comparable AMSOIL productsand the Costco* products. It is importantfor AMSOIL as a company and theirDealers to keep up with changes in themarketplace, especially against such aworthy competitor as Costco, who hasa great reputation for Kirkland productperformance and pricing.Respectfully submitted,Dan SwehoskyAMSOIL: You are right, Dan, a lot haschanged in our industry over the years.Our position as the leader in motor oilperformance and protection, however,has not changed. We still use test resultsto demonstrate the superiority of ourproducts, and we publish them in ourliterature and on our website. To maximizethe influence of our claims, we testagainst other well-known and popularbrands, including Mobil 1, Valvoline*andPennzoil.*While the Kirkland brand has

a good reputation with Costco members,it is not widely distributed, nor is it widelyknown among automotive enthusiasts orrecognized as a leader in the motor oilmarket. For those reasons it is unlikelythat we will feature Kirkland Motor Oilin any of our published test results anytime soon. Should Kirkland's positionin the market improve, we will definitelyreconsider. Thank you for your loyaltythrough the years.

BASE OILSAfter years of telling us Group III baseoil is not synthetic, now you tell us it is asynthesized material. You spent time onthe Mobil* vs. Castrol* case, explaininghow Group III is not synthetic. You posedyour own question: what kind of base oildoes AMSOIL use?You didn’t answerit, only to say: at the end of the day, thetype of base oil used to formulate the oil isinconsequential. Really? I’m disappointed,to say the least.Chris KinseyAMSOIL: Thank you for sharing yourconcern, Chris. When the NationalAdvertising Division of the BetterBusiness Bureau ruled that Group IIIbase oils were classified as synthetic in1999, we briefly chose to differentiateourselves by highlighting our use of PAO,but we never stated that Group III oils

were not synthetic. We knew better thanto do that from experience. Originally(1972),we used esters exclusively tocreate our products because that wasthe only widely available synthetic baseoil. When PAOs became readily availablewe converted in the 1980s, and we toldDealers that we were switching. Thatcreated quite a stir and some Dealersquit because they thought that equated toproducing a lower-quality product. Thatsounds crazy today, but it’s true.

Focusing on base oil type is a distractionfrom what matters most (productperformance) and it limits our abilityto adopt new technologies and adjustformulations. We experiment with alltypes of synthetic base oils and additivesand we have learned how to maximizeproduct performance using a variety ofraw materials in varying combinations.Most competitive oils on the market aremono-based – they use only one typeof base oil. Today, most of our productsfeature multiple base oil types. In thelab, we joke that our oils don’t fall into thestandard Groups I-V. AMSOIL is GroupX. We look at base oils like additives,with each having a specific function. Webuild a strong foundation with inherentbenefits, which helps explain why ouroils are so good. Custom formulationis our area of expertise, and it isn’tsomething every company does. This isone way we differentiate ourselves andtherefore, we cannot divulge the type ortypes of synthetic base oils used in ourformulations.

One thing you can be sure of, Chris: Wemake the best oils and we always will.How we are able to make that happen isour secret.

Email letters to:letters@amsoil.comOr, mail them to:AMSOIL INC.

Communications DepartmentAttn: Letters

925Tower AvenueSuperior,WI 54880

Letters are subject to editing for length and clarity;please include your name, address and phonenumber. Unsigned letterswill not be published.

OCTOBER 2020 | 5M A G A Z I N E

T E C H T A L K

Down, but not outSome said diesel would die in America. The data saysotherwise.

Mark Nyholm | TECHNICAL MANAGER, HEAVY DUTYAND MECHANICAL R&D

Remember Dieselgate? Five yearsago, the U.S. Environmental ProtectionAgency issued a notice to Volkswagen*that several of its 2009-2015 diesel-powered cars, including the popularJetta* and Passat,* were in violation ofthe Clean Air Act. It turns out VW* hadintentionally installed software in thesevehicles designed to cheat emissionstesting. While the engines passed testingin the lab, they emitted up to 40 timesmore nitrogen oxides than allowable onthe road.

The fallout was immense. VW recalledmillions of cars and was ordered to paybillions in damages to motorists acrossthe globe. For diesel enthusiasts, the poolof potential vehicles that met their desiresfor great low-end torque, power and fueleconomy shrunk as VW all but left theU.S. with its tail between its legs. And itwasn’t just VW. Subsidiary companiesAudi* and Porsche* also pulled back thereigns and followed VW’s lead.

At the time, some pundits predicted thedeath of diesel in America. But dieselenthusiasts have proven to be a loyalgroup. They aren’t about to give up theadvantages of diesel because a couplecompanies acted dishonestly.

With scrutiny trained on Europeandieselbrands after Dieselgate, Americanautomakers stepped in to fill the void.We’reaccustomed to seeing powerfulturbodiesel engines under the hoods ofAmerican pickups. Ford* is famous for itsPower Stroke*engine, Chevrolet* has theDuramax* and RAM* offers its Cummins.*What do all these engines have incommon? Theypower big, three-quarter-ton and larger pickups with pavement-shredding torque and enough power topull a ranch house down the freeway at 80mph (129 km/h).

Another common trait, however, is theirgiant sticker prices. We’re talking abouttrucks that can cost more than a starterhouse in some parts of the country. Youcan easily drop $60,000 on one of thesepickups, and quite a bit more once youadd a few enticing options. Heck, in2019, the fully loaded versions of all threemajor brands topped $100,000 for thefirst time in history.

Many people don’t have that kind ofdough for a truck, but they still want theadded power, torque and fuel economy ofa diesel engine. Some, too, simply like theidea of owning something different that’llhelp them stand out from the gasoline-powered crowd.

All that adds up to a demand for dieselengines in smaller, half-ton pickupsand other passenger vehicles. Enoughmotorists are willing to drop about $5,000for the diesel option in their vehicle to haveconvinced U.S. manufacturers to step inand fill a market traditionally dominated byEuropean manufacturers.

The RAM EcoDiesel* engine, for example,has been around for six years. Youcan getone in your 2020 RAM 1500 pickup, andit’ll return a reported 260 hp and 480 lb.-ft.of torque. Not bad for a “light-duty” truck.Not to be outdone, Ford introduced a 3.0LV-6 diesel option for the F-150* in 2018.And, of course, Chevy offers a Duramax insome of its vehicles. Jeep* lovers can alsoopt for diesel power in some Wrangler,*Comanche* and Cherokee*models.

These smaller diesel engines continue togain followers. They usually offer about3.0 liters of displacement, although theengine that powers recent models ofthe Cruze,*Equinox* and GMC* Terrain*checks in at just 1.6L. That’s quite abit smaller than the engines under thehoods of the full-sizepickups. But don’t

be fooled – these engines pack somepowerful torque and they do so in avehicle that rides considerably nicer thanthree-quarter-ton and larger trucks.

An estimated 200,000 smaller dieselsare in operation in America now, whichis 58 percent more than 2019. Evenwith coronavirus-slowed vehicle salesthis year, we expect those numbers toincrease. Many automakers ran deepdiscounts during the spring and summer,and millions of Americans receivedstimulus checks that I bet went toward atleast a few new-vehicle purchases.

So, why am I telling you all this? Forstarters, as a diesel enthusiast, I’malways happy when other motoristsdiscover the benefits of driving a diesel.And, as one who works each day toimprove our portfolio of diesel products,this burgeoning diesel market offersgreat promise. Unfortunately, we don’thave a product specifically tailored tosmaller diesel vehicles yet. We currentlyrecommend AMSOIL Synthetic EuropeanMotor Oil for some U.S. vehicles.While it’s a great product, there’s adisconnect in the customer’s mindwhen we recommend a “European” oilfor an American vehicle. Many other oilcompanies do the same thing.

I’m happy to say that we’re about tochange that. Look for a new additionto our diesel oil line soon specificallytailored to this growing market. It’ll belabeled and marketed in the best wayto help earn the trust and businessof these drivers. And, of course, it’llprovide industry-leading protection andperformance. It wouldn’t be an AMSOILproduct if it didn’t. So, get out to yourlocal dealership and give one of thesesmaller diesel vehicles a test drive. Youmay have just found your next vehicle.

6 | OCTOBER 2020M A G A Z I N E

MUSCLE CAR MANIA: VOL. 2

Mopar Muscle – GoBefore ShowOur Muscle Car Mania series highlights some of themost iconic muscle cars in history. Next in line:Mopar.*

Mopar muscle has been respectedfor decades in classic auto-enthusiast circles. The iconic carshave been reverentlydubbed as“go before show” kind of vehicles– letting their engines do most ofthe talking and adding trim pieces,nose cones, wings and decals forstyle. While technically the partsdivision of Chrysler,* Mopar hasshared powertrains across brandslike Dodge* and Plymouth* to createnumerous specialty classics like theCharger Daytona,* Coronet SuperBee,* Roadrunner Superbird,* AAR'Cuda,* Scat Pack* and Rapid TransitSystem* editions.

THE SMALL BLOCKSMany early Mopar models cameequipped with a modest 318-cubic-inch V8, referred to as an LA enginein 1967. These lightweight engineswere based upon Chrysler’s low-cost A-series engines. Although notconsidered the most powerful on theroster, the 318’s cast-iron crank andhydraulic lifters were robust and putout a reliable 230 hp.

Like many V8s in the 1970s, the 318underwent significant changes andwas detuned to run on lower-octanefuel and become more fuel efficientdue to the shortages and regulationsof the time. These changescontinued into the next decade and,in 1985, the 318 received its firstroller cam, making it no longer relianton high-ZDDP motor oil. The Mopar318 model enjoyed a long life until itwas eventually discontinued in theearly 2000s.

In 1968, Chrysler introduced a small-block engine built for performance:the Mopar 340. The 340-cubic-inchV8’s larger intake, valves and exhaustmanifold, high-flow carburetor, forged-steel crank and high-performanceheads together put out 275 hp in afour-barrel configuration, making it adominating presence from the start.A few years later, the famous 340“Six-Pack” was born, which featuredthree two-barrel carburetors and putout an even higher 290 hp. One ofthe most famous vehicles with thiscombination was the AAR ‘Cuda.

THE BIG BLOCKSFor those who wanted big-blockengine power, the 383 V8 B-seriesengine was the standard offering onthe B platform of Mopar vehicles.The 383 came equipped with eithera standard two-barrel carburetorwith 305 hp or a Power Pack versionwith a high-performance cam, dualexhaust and a four-barrel carburetorthat produced 330 hp. If you’re lucky,you might even come across a 383with a cross ram intake – one of theunique engineering designs fromMopar. Although only offered for fiveyears, the Mopar 383 saw an almost20 percent drop in compressionratios and subsequent horsepowerdeclines due to changing regulationsbefore it was discontinued in 1971.

Mopar’s holy grail engine might bethe 426 Hemi. Introduced as a race-only engine, Mopar accomplishedthe unimaginable in 1964 at theDaytona 500 by sweeping the topfour spots with four 426 Hemi-powered vehicles. Such a feat evenled NASCAR to modify some of itsrules in order to level future playing

OCTOBER 2020 | 7M A G A Z I N E

fields. It’s no surprise with that sort of recordthat the 426 became one of the most sought-after classic cars under the Mopar brand.After dominating performances on the track,the Hemi 426 was released to the public in1965 as a “street Hemi” and was reserved forDodge and Plymouth models. It still maintainedits impressive 425 hp and 490 lb.-ft. of torqueeven after its race modifications were removed.

Mopar TodayIn 2006, the Mopar name started to make acomeback. Dodge relaunched its Charger*and Challenger* models with 5.7L Hemi V8engines, and since then the two have seencountless special editions and power additionslike the 6.4L 392 Apache,* the 6.2L SRTHellcat* and the 6.2L Demon.*

More recently, Mopar has been working ondevelopment of the 426 Hemi Hellephant,*which pays homage to the classic 426 Hemi,but with an added supercharger to boost outa whopping 1,000 hp and 950 lb.-ft. of torque.While right now it’s only a crate engine, we’llhave to wait and see what Mopar has plannedfor its future.

DOMINATOR® Octane Boost (AOB, COB) is anexcellent lead substitute at the same treat rates incollector automobiles designed for leaded gasoline.• Reduces engine knock• Improves ignition and engine response• Helps fuel burn cleaner• Inhibits corrosion• Recommended for racing use

Both 6.2L and 6.4L Mopar models requirespecialized 0W-40 motor oil. AMSOIL SignatureSeries 0W-40 (AZF) is the perfect match for thesehigh-horsepower engines.

8 | OCTOBER 2020M A G A Z I N E

Viscosity ClassificationSome of the informal terms used todescribe the viscosity of a relativelyfree-flowing fluid, such as water, includethin, light and low. Terms such as thick,heavy or high suggest a fluid with strongresistance to flow, such as honey.

However, these terms are general anddifficult to measure.More specificclassifications give us a better idea ofhow fluids move.

Temperature affects how a fluid moves.Imagine how the viscosity of honeywould greatly increase at temperaturesnear freezing and decrease near boilingtemperatures. To understand thesedifferent reactions, viscosity types arescientifically classified as kinematicviscosity or absolute viscosity.

Kinematic ViscosityKinematic viscosity describes a fluid’svisible tendency to flow. Think of this asthe time it takes to watch a fluid pour outof a container. This tendency to flow isexpressed in units suggesting the volumeof flow over time, called centistokes (cSt).

Kinematic Viscosity Test (ASTMD445)Kinematic viscosity is commonlydetermined under high temperaturesusing the American Society for Testingand Materials (ASTMD445) ViscosityTest. This test uses a uniformly markedor calibrated tube called a viscometerand a heating bath. The temperature ofthe bath is set at either 104°F (40°C),which is typical for industrial lubricantssuch as hydraulic fluids, compressoroils or gear lubricants, or 212°F (100°C),which is typical for motor oils.

The test oil is placed in a viscometerand heated by the bath to the specifiedstable temperature.

When the specified temperature isreached, the oil is drawn into a widerarea within the viscometer, which isidentified by upper and lower marks,and allowed to drain out. The elapsedtime can be directly converted intocentistokes (cSt). To be relevant, the cStnumber must be reported along with thetemperature at which it was determined.

When comparing fluid viscosities, thefluids being compared must be testedat the same time and at constanttemperatures, or the comparison isinvalid.

Although centistokes are the mostcommon unit of measurement whendetermining kinematic viscosity,results also may be reported in unitsknown as Saybolt Universal Seconds(SUS or SSU).

Even though identical test temperaturesmay have been used to determine theoil’s viscosity in both centistokes andSaybolt Universal Seconds, the twoshould never be compared at facevalue because they are different unitsof measure. To do so would be similarto comparing distances in miles andkilometers. Viscosity reported in SUS isbecoming increasingly rare.

Absolute/Dynamic ViscosityAbsolute viscosity, or dynamic viscosity,is a fluid’s resistance to flow. Think ofthis as the energy required to movean object through a fluid. It takes littleenergy to stir water with a spoon;however, stirring honey with the same

spoon requires significantly moreenergy. Absolute or dynamic viscosityis generally expressed in units knownas centipoise (cP). As with cSt andSUS units, the higher the number of cPunits assigned to a fluid, the greater itsviscosity.

Brookfield Viscosity Test for ColdTemperatures (ASTM D2983)The Brookfield Viscosity Test is usedto determine the internal fluid friction

UNDERSTANDING VISCOSITY –WHAT THE TESTS TELL YOUFluid viscosity, sometimes referred to as dynamic viscosity or absolute viscosity, is afluid’s resistance to flow, which is caused by a shearing stress within a flowing fluid andbetween a flowing fluid and its container.

Viscometer device used todetermine a liquid’s absolute orkinematic viscosity.

OCTOBER 2020 | 9M A G A Z I N E

of a drivetrain lubricant at coldtemperatures. A fluid sample is cooledin a liquid bath at -40°F (-40°C) for 16hours. The sample is then evaluated,and the force required to move anobject through the oil is recorded andconverted to centipoise.

Lower cold-temperature viscosities(lower cP numbers) reported with thistest indicate improved performance atcold temperatures.

Cold Crank Simulator Test for“W” Oils (ASTM D5293)The Cold Crank Simulator (CCS)Viscosity Test is used to determinethe internal fluid friction in motor oilswith a “W” grade designation. Thistest is calculated in cP units as well,and measures the amount of energyrequired to overcome the resistancepresent in a lubricant that has beencollected at temperatures from 23°F(-5° C) to as low as -31°F (-35°C),depending upon the anticipated SAE“W” classification of the oil beingtested. Performance requirements tomeet SAE “W” grades are outlinedin the SAEJ-300 engine oil viscosityclassifications.

The CCS Viscosity Test simulates anengine’s ability to turn over at coldtemperatures. Gauges monitor rotationsper minute (rpm), amperage draw andmotor input. A universal motor is runat a constant voltage to drive a rotor,which is closely fitted inside a statorand immersed in the test oil.

The viscosity of the oil at the giventest temperature determines thespeed of the rotor and amperagedraw; thicker oil results in slowerspeed and more amperage drawn.Speed and amperage drawn are thenconverted to centipoise.

Like the Brookfield Viscosity Test,CCS results showing a lower cPnumber indicate lower viscosity. Oilsthat are thicker at low temperatures(high cP number) tend to exhibit moreresistance and require more energyto pump and circulate and displaya higher cP number on the CSStest. A higher cP number at a giventemperature is directly correlated toa greater amount of energy requiredto turn an engine over, and it also

indicates a greater potential for startingdifficulties. Most importantly, CCSresults suggest a lubricant’s ability tobe circulated at a given temperatureand its ability to provide wearprotection.

Viscosity IndexThe viscosity index (VI) of a lubricatingfluid refers to how much the viscosity ofthe fluid changes due to temperature.A high VI indicates the fluid undergoeslittle viscosity change due totemperature fluctuations, while a low VIindicates a relatively large amount ofviscosity change.

Fluids with a high VI provide moreprotection to critical componentsover a wide range of temperatures bymaintaining fluid thickness and thenecessary fluid barrier between parts.

Viscosity Index Test (ASTMD2270)The Viscosity Index Test (ASTMD2270) is based on the kinematicviscosity of the fluid at 104°F (40°C)and 212°F (100°C). Fluids whoseviscosities do not change muchbetween these two temperatures willhave higher viscosity indices thanthose whose viscosity changes aregreater. Viscosity index numbersabove 95 are considered high.

AMSOIL AdvantageThermal StabilityAMSOIL synthetic base oils havebetter thermal stability than mineraloils. Thermal stability permits the oilsto be used longer, even as speedsand temperatures increase. It alsoallows oils to retain their viscosities atlow temperatures. Lower-viscosity oilprovides better cold-weather operation,allowing the oil to be quickly circulatedat cold-temperature startups and supplyengine components with the properlubrication to keep them protected.

High Viscosity IndexAMSOIL lubricants are formulated tohave naturally high viscosity indices, sothe need for viscosity index improversis reduced. The VI improvers used inAMSOIL lubricants are temperaturespecific, meaning they are activated onlywhen certain temperature requirementsare met. In most cases, VI improvershelp maintain thickness at highertemperatures while having minimal effectat low temperatures. By using viscosityimprovers with a high shear-stabilityindex, AMSOIL is able to achieve optimalcold-weather performance with virtuallyno loss to shear-stability performance.

AMSOIL lubricants resist thinning at hightemperatures (high VI)and can suppressthe generation of additional frictionand heat generated by components incontact due to a thinning lubricant.

Kinematicviscosity is afluid’s visibletendency toflow; waterhas a lowerkinematicviscosity thanhoney, meaningit flows faster.

Limited-slip differentials commonly use clutches to transmittorque between wheels. When both wheels have ampletraction, the clutch plates bind together tightly, but smoothlyslip enough to allow chatter-free turning. When one wheel spinson a patch of ice or mud, however, additional power is sentto the other wheel through the clutch pack. This is where thegear lubricant’s frictional properties play an important role inperformance and wear.

Clutch ChatterDifferential manufacturers use different spring pressures andclutch disks made with different materials and surface areas.Additionally, spring tension and clutch friction propertieschange with age and wear, while the frictional requirements ofthe gear lubricant can vary. If the frictional properties are notcorrect, abnormal clutch engagement and disengagement –called chatter – can occur.

Chatter occurs when the clutches repeatedly alternate betweenslipping and sticking instead of smoothly slipping. It not only gen-erates annoying noise and vibration, it causes premature wear.

Instead of formulating multiple gear lubes of the same viscosity,but different frictional properties, to address occasional chatterin limited-slip differentials, gear-lube friction-modifier additivescan be used to alter the fluid’s original frictional properties andeliminate chatter.

Should I use a friction-modifier additive withAMSOIL synthetic gear lube?AMSOIL synthetic gear lubes are limited-slip capable and donot typically require an additional friction-modifier additive.However, depending on the differential’s friction material anddegree of clutch wear, chatter can still sometimes occur. Theaddition of AMSOIL Slip Lock® (ADA) will eliminate chatter inmechanically sound differentials.

AMSOIL SEVERE GEAR® Synthetic Gear LubeSEVEREGEAR Synthetic Gear Lube excels in protecting gearsand bearings from the rigors of severe-service operation. Bydesign, it resists breakdown from high heat, preventing acid-caused viscosity changes and loss of gear protection. Its wax-free construction also improves cold-flow properties, improvingfuel economy and cold-weather performance.

AMSOIL Slip Lock®

Slip Lock is formulated with advanced frictionmodifiers and is designed to eliminategear-housing chatter in cars, trucks andSUVsequipped with clutch-type limited-slipdifferentials. It is formulated for use with bothsynthetic and petroleum gear lubricants andsafely replaces manufacturer-recommendedfriction modifiers. Its convenient squeeze-tube packaging provides quick and easyapplication to the gear housing.

CUT THE CHATTERAMSOIL synthetic gear lubes and Slip Lock® Differential Additive provide outstandingprotection while eliminating chatter in limited-slip differentials.

OCTOBER 2020 | 10M A G A Z I N E

11 | OCTOBER 2020M A G A Z I N E

TARGET:TARGET:Delivery fleets have taken centerstage. People rely on mail carriers,truck drivers, package-deliveryservices, food-delivery drivers andmore to fulfill their needs and keeptheir homes and businesses stocked,and the COVID-19 pandemic broughttheir importance to the forefront.

Fleet ChallengesDelivery fleet managers are constantlychallenged to find ways to maintain,or even lower, their operating costs,even as equipment, parts andfuel expenses continually rise. It’sespecially challenging consideringthe extreme operating conditions fleetvehicles endure. Idle time, short trips,towing and hauling take their toll onconventional lubricants, reducing theirability to provide adequate protectionof critical components and leading toexpensive repairs and downtime thatseriously hinder cost-reduction efforts.

AMSOIL SolutionsAMSOIL synthetic lubricants incorporateadvanced synthetic technology andadditive chemistry designed to provideunmatched protection and performancein the extreme conditions encounteredby fleet vehicles, while supportingfleet managers’ efforts to reduce costsand control unexpected repairs anddowntime.

Reduced Downtime and Longer-Lasting EquipmentAMSOIL synthetic lubricants helpreduce wear, inhibit deposit andsludge formation and lower operatingtemperatures, even in severe service.The superior protection they providetranslates into cost savings as

vehicles last longer, require lessmaintenance and repair, and spendmore time on the road (and less timein the shop).

Fuel EfficiencySynthetic lubricants can provideincreased fuel economy comparedto conventional lubricants. ManyAMSOIL customers have reportedsubstantial fuel economy benefits afterinstalling AMSOIL synthetic motoroil, transmission fluid and gear lubethroughout their vehicles.

Extended Drain IntervalsAMSOIL coined the phrase “extendeddrain interval” in 1972. Many oilcompanies have since introducedsynthetic motor oils of their ownrecommended for use beyond3,000 miles. Original equipmentmanufacturers (OEMs) have alsobeen raising recommended oil drainintervals, some up to 15,000 milesor higher when stated by an oil lifemonitoring system. AMSOIL offerslubricants that safely extend drainintervals even further for greatersavings.

AMSOIL Synthetic Motor OilsAMSOIL synthetic motor oils areformulated to provide superior protectionand performance in fleet vehiclesfrequently operated in severe-serviceconditions, effectively extending enginelife and reducing repairs and downtime.

Signature Series Synthetic Motor Oiloffers guaranteed protection for up to 25,000miles or 1 year, whichever comes first.

XL Synthetic Motor Oil offers extraprotection for up to 12,000 miles or 1year, whichever comes first.

OE Synthetic Motor Oil is speciallyformulated for the longer drain intervalsrecommended by OEMs.

AMSOIL Synthetic Diesel OilsAMSOIL synthetic diesel oils reducefriction and provide excellent wearprotection in hard-working, hot-runningdiesel engines. They effectively reduceoperating temperatures, helping enginesoperate efficiently and last longer, whilecontrolling soot and resisting harmfulsludge and deposits.

DELIVERY FLEETS

OCTOBER 2020 | 12M A G A Z I N E

1than required by the Detroit Diesel DD13Scuffing Test for Specification DFS93K222 using 5W-30as worst-case representation.

Signature Series Max-Duty SyntheticDiesel Oil delivers 6X more engineprotection.1

Heavy-Duty Synthetic Diesel Oildelivers 4Xmore engine protection.2

AMSOIL Oil FiltersAMSOIL Oil Filterseffectively trap andhold 99 percentof particles 20microns andlarger. Used withAMSOIL syntheticmotor oils, AMSOIL Oil Filtersprovidea maximum recommended servicelife of either 15,000 miles/one year or25,000 miles/one year, depending on theapplication.

DRIVETRAIN FLUIDSThe drivetrains in hard-working fleetvehicles can get extremely hot, shorteningboth lubricant and equipment life. Repairsand replacements are expensive, andvehicle downtime further cuts into thebottom line. AMSOIL synthetic drivetrainlubricants are formulated for the most-demanding conditions, reducing heat andextending drivetrain life.

Signature Series Synthetic Auto-matic Transmission FluidSignature Series Synthetic AutomaticTransmission Fluid (ATF, ATL) isformulated to provide the high levelof reserve protection required by fleetvehicles operating in severe operatingconditions. Guaranteed for twice theOEM recommendation for severeservice, transmissions continue toreceive superior protection even whenfluid changes are delayed.

SEVEREGEAR® Synthetic Gear LubeSEVEREGEAR® Synthetic Gear Lube isformulated specifically to provide longgear, bearing and seal life in differentialsused in severe operating conditions. Itdelivers 20% more cold-temperatureprotection than required by ASTMD2983.

FUEL ADDITIVESP.i.®P.i.® (API) helps maintainpeak engine efficiency,fuel economy, powerand driveability in newerlow-mileage gasolineengines. In engines withaccumulated deposits,P.i. provides improvedfuel economy up to5.7 percent, reducedemissions, restored powerand performance, reducedneed for higher-octanefuel, reduced carbon rapand preignition, betterdriveability and smootheroperation after only onetank of gasoline.

Diesel All-In-OneDiesel All-In-One (ADB)combines the superiordetergency and improvedlubricity of Diesel InjectorClean (ADF), the excellentcold-flow and anti-gellingproperties of Diesel ColdFlow (ADD) and theincreased horsepowerand cetane of DieselCetane Boost (ACB) inone convenient package.It protects against injectorwear better than SeaFoam*, delivering 2X morediesel fuel lubricity.3

2than required by theDetroit Diesel DD13Scuffing Test for Specification DFS93K222 using 10W-30as worst-case representation.3Based upon independent testing of AMSOIL All-In-One obtained Nov. 8, 2018 and Sea Foam Motor Treatment purchased onOct. 25, 2018 in the ASTMD6079 test.

AMSOIL INC., 925 Tower Ave., Superior, WI 54880 • 715-392-7101 • Printed in the USA© 2020, AMSOIL INC. All rights reserved. The AMSOIL logo is a registered trademark of AMSOIL INC. www.AMSOIL.com October 2020

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Fall is here, and it is time to begin preparingsummer equipment for offseason storage.AMSOIL Engine Fogging Oil (FOG)and Gasoline Stabilizer (AST) provideoutstanding protection through the wintermonths, ensuring equipment remains inprime condition and is ready for action inthe spring.

Engine Fogging Oil provides storedequipment with long-term protection againstcorrosion and dry starts, extending enginelife and reducing operating expenses.

Gasoline Stabilizer is formulated to keepfuel from deteriorating during storage.It reduces the oxidation process to helpprevent varnish and gum buildup ingasoline, which can clog injectors, stickfloats and cause poor engine performance.

Make your life easier next spring byproperly preparing your seasonalequipment for winter storage this fall.

PREPARE FOR WINTER STORAGE

Turbodiesel enthusiasts take a lot of pride in their trucksand represent a prime market for the premium protectionand performance benefits of AMSOIL synthetic diesel oils.www.AMSOIL.com/diesel

Marti & Co. AG • Saxweg 5 • CH-9470 Buchswww.marti-buchs.ch • Tel. 081 750 51 00 • info@marti-buchs.ch