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AMSOIL Power Sports Group© June 2009, AMSOIL INC.
A Study ofMotorcycle
OilsSecond Edition
Motorcycle Oil Comparison
2
Table of Contents
Overview.................................................................................................................................................3
Purpose..................................................................................................................................................4
Method....................................................................................................................................................4
Scope......................................................................................................................................................4
Review Candidates................................................................................................................................5
Physical Properties, Performance Results and Prices.........................................................................6
SAE Viscosity Grade (Initial Viscosity - SAE J300)...........................................................................................6
Viscosity Index (ASTM D-2270)....................................................................................................................8
Viscosity Shear Stability (ASTM D-6278)........................................................................................................9
High Temperature/High Shear Viscosity (HT/HS ASTM D-5481)........................................................................11
Zinc Concentration (ppm, ICP)...................................................................................................................12
Wear Protection (4-Ball, ASTM D-4172).......................................................................................................13
Gear Performance (FZG ASTM D-5182).......................................................................................................14
Oxidation Stability (TFOUT ASTM D-4742)...................................................................................................16
Volatility (Evaporation) (ASTM D-5800)........................................................................................................17
Acid Neutralization and Engine Cleanliness (TBN ASTM D-2896)......................................................................18
Foaming Tendency (ASTM D-892)..............................................................................................................19
Rust Protection (Humidity Cabinet ASTM D-1748).........................................................................................20
Pricing..................................................................................................................................................21
Wet-Clutch Compatibility (JASO T 904:2006, limited review).............................................................................22
Scoring and Summary of Results.........................................................................................................23
Conclusion............................................................................................................................................25
Appendix A...........................................................................................................................................26
Affidavit of Test Results.............................................................................................................................26
References............................................................................................................................................27
3
Editor’s Note: At the time of its original printing in December 2005, the A Study of Motorcycle Oils white paper representedthe most comprehensive study of motorcycle oils ever published. The document served to educate hundreds of thousands ofreaders on the complex dynamic of motorcycle oil and motorcycle operation.The paper revealed, through an exhaustive seriesof relevant industry tests, that the motorcycle oils available to consumers varied greatly in quality and in their ability to performthe functions of motorcycle lubrication.
This second edition printing maintains the same scientific approach and includes the same testing protocol. Additional oilswere tested, and some of the original oils tested differently than they had initially, indicating formulation changes. It shouldbe noted that the products appearing in this study were those formulations available in the marketplace at the time the testing was performed. AMSOIL recognizes that manufacturers change formulas from time to time, and some of theproducts in this report may have since been reformulated.
OverviewMotorcycles have long been used as a popular means of general transportation as well as for recreational use. There arenearly seven million registered motorcycles in the United States, with annual sales in excess of one million units. This trendis unlikely to change. As with any vehicle equipped with an internal combustion engine, proper lubrication is essential toinsure performance and longevity. It is important to point out that not all internal combustion engines are similarly designedor exposed to the same types of operation. These variations in design and operation place different demands on engineoils. Specifically, the demands placed on motorcycle engine oils are more severe than those placed on automotive engineoils. 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 appli-cations. In which area these differences are and to what degree they alter lubrication requirements are not clear to mostmotorcycle operators. By comparing some basic equipment information, one can better understand the differences that exist.
The following comparison information offers a general synopsis of both automotive and motorcycle applications.
Vehicle Equipment Engine Displacement Lubricant Compression Max. HP@ HP perType Cooling Reservoir Ratio RPM C.I.
Honda Automotive Water 183 cu. in. Single, engine only 10:1 240@6,250 1.3Accord cooled
Ford Automotive Water 281 cu. in. Single, engine only 9.4:1 239@4,750 .85Explorer SUV cooled
Dodge Ram L/D Truck Water 345 cu. in. Single, engine only 9.6:1 345@5,400 .99cooled
Chevrolet Automotive Water 366 cu. in. Single, engine only 10.9:1 400@6,000 1.1Corvette Performance cooled
Honda CBR Motorcycle Water 61 cu. in. Shared - engine & 11.9:1 153@11,000 2.51000 RR Performance cooled transmission
BMW R Motorcycle Air & Oil 71.4 cu. in. Separate - engine 11.0:1 110@7,500 1.51200 RT Touring cooled & transmission
H/D Road Motorcycle Air cooled 88 cu. in. Separate - engine 8.8:1 58@5,000 .66King Large Bore & transmission
FLHRSI
Yamaha Motorcycle Water 27.1 cu. in. Shared, engine & 12.3:1 47.2@8,700 1.7YZ450F Motocross cooled transmission
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. Thisplaces additional stress on engine components, increasing the need for wear protection. It also subjects lubricatingoils to higher loading and shear forces. Elevated operating RPMs also promote foaming, which can reduce an oil’sload-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 tempera-tures. Higher demands are placed on the oil to reduce wear. Elevated operating temperatures also promote thermaldegradation 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 inchof displacement of automobile engines. This exposes the lubricating oil to higher temperatures and stress.
4
4. Variable Engine Cooling - In general, automotive applications use a sophisticated water-cooling system to con-trol engine operating temperature. Similar systems can be found in motorcycle applications, but other designs alsoexist. Many motorcycles are air-cooled or use a combination air/oil design. Though effective, they result in greater fluc-tuations in operating temperatures, particularly when motorcycles are operated in stop-and-go traffic. Elevated oper-ating 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 theengine. Other automotive assemblies, such as transmissions, have separate fluid reservoirs that contain a lubricantdesigned specifically for that component. The requirements of that fluid differ significantly from those of automotiveengine 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 incorpo-rate 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 adaily basis, motorcycle use is usually periodic and in many cases seasonal. These extended periods of inactivity placeadditional 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, there-fore, must be formulated to address this unique set of high stress conditions.
PurposeThe purpose of this paper is to provide information regarding motorcycle applications, their lubrication needs and typicallubricants available to the end user. It is intended to assist the end user in making an educated decision as to the lubricantmost suitable for his or her motorcycle application.
MethodThe 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 dupli-cation and verification by any analytical laboratory capable of conducting the ASTM tests. A notarized affidavit certifyingcompliance with ASTM methodology and the accuracy of the test results is included in the appendix of this document. Fivedifferent laboratories were used in the generation of data listed within this document. In all cases blind samples were sub-mitted to reduce the potential of bias.
ScopeThis document reviews the physical properties and performance of a number of generally available motorcycle oils. Thoseareas 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 theability of each oil to address the many demands required of motorcycle oils.
5
Review CandidatesTwo groups of candidate oils were tested, SAE 40 grade oils and SAE 50 grade oils. The oils tested are recommendedspecifically for motorcycle applications by their manufacturers.
Brand Viscosity Grade Base Batch Number
AMSOIL MCF 10W-40 Synthetic 11631 231
Bel-Ray EXS Super Bike 0W-40 Synthetic AF 25940607
Castrol Power RS R4 4T 5W-40 Synthetic 14/02/28/C7011996
Honda HP4 10W-40 Syn / Petro Blend 7KJA0001
Lucas High Performance 10W-40 Syn / Petro Blend None indicated on container
Maxima Maxum 4 Ultra 5W-40 Synthetic 1608
Mobil 1 Racing 4T 10W-40 Synthetic X10C8 4967
Motul 300V Factory Line 10W-40 Synthetic 04611/03235M1
Pennzoil Motorcycle Oil 10W-40 Petroleum HLPA418968/04237 21:00
Pure (Polaris) Victory 20W-40 Syn / Petro Blend LT7 2 239
Royal Purple Max-Cycle 10W-40 Synthetic ICPMO4701
Spectro, Platinum SX4 10W-40 Synthetic 16290
Suzuki, 4-Cycle Syn Racing 10W-40 Synthetic HLPA358224/01106/03:47
Torco T-4SR 10W-40 Synthetic PSPAG-L96296
Valvoline 4-Stroke 10W-40 Petroleum 0148C2
Brand Viscosity Grade Base Batch Number
AMSOIL MCV 20W-50 Synthetic 11678 253
Bel-Ray V-Twin 10W-50 Synthetic AF22311106
BMW Super Synthetic 15W-50 Synthetic 17233
Castrol V-Twin 20W-50 Syn / Petro Blend 19/05/06 6003206
Harley Davidson HD 360 20W-50 Petroleum 0932C0798 1242
Harley Davidson SYN 3 20W-50 Synthetic 0021000248
Honda HP4 20W-50 Syn / Petro Blend 7IJA0001
Lucas High Performance 20W-50 Synthetic None indicated on container
Maxima Maxum 4 Ultra 5W-50 Synthetic 28107
Mobil 1 V-Twin 20W-50 Synthetic X04D8 4967
Motul 7100 Ester 20W-50 Synthetic 02610/A/83243
Pennzoil Motorcycle 20W-50 Petroleum HLPA429090/07237 23:15
Royal Purple Max-Cycle 20W-50 Synthetic ICPJ25705
Spectro, Platinum HD 20W-50 Synthetic 16785
Suzuki 4-Cycle V-Twin 20W-50 Syn / Petro Blend HLPA351478/01096/10:34
Torco V-Series SS 20W-50 Synthetic L90974 LRU1G SA
Valvoline 4-Stroke 20W-50 Petroleum B268C2
SAE 40 Group
SAE 50 Group
6
Physical Properties, Performance Results and Prices
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 itsviscosity (thickness). Lubricating oils are by nature non-compressible and when placed between two moving componentswill keep the components from contacting each other. With no direct contact between surfaces, wear is eliminated. Thoughnon-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, thegreater the load it will carry. Common sense would suggest use of the most viscous (thickest) oil. However, high viscosityalso presents disadvantages. Thicker oils are more difficult to circulate, especially when an engine is cold, and wear pro-tection may be sacrificed, particularly at start-up. Thicker oils also require more energy to circulate, which negatively affectsengine performance and fuel economy. Furthermore, the higher internal resistance of thicker oils tends to increase the oper-ating temperature of the engine. There is no advantage to using an oil that has a greater viscosity than that recommendedby the equipment manufacturer. An oil too light, however, may not possess sufficient load carrying ability to meet therequirements 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 beenassigned to ranges of viscosity. The equipment manufacturer determines the most appropriate viscosity for an applicationand indicates for the consumer which SAE grade is most suitable for a particular piece of equipment. Note that the SAEgrading system allows for the review of an oil’s viscosity at both low and high temperatures. As motorcycle applicationsrarely 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 thatthe SAE grade indicated by the oil manufacturer is representative of the actual SAE grade of the oil, and that it is thereforeappropriate for applications requiring such a fluid. The results were obtained using American Society for Testing andMaterials (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.
SAE 40 GroupBrand Indicated Measured Viscosity SAE Viscosity
Viscosity Grade @ 100° C cSt Range for Within Grade40 Grade
AMSOIL MCF 10W-40 14.45 Yes
Bel-Ray EXS Super Bike 0W-40 14.13 Yes
Castrol Power RS R4 4T 5W-40 12.95 Yes
Honda HP4 10W-40 13.75 Yes
Lucas High Performance 10W-40 13.56 Yes
Maxima Maxum 4 Ultra 5W-40 12.67 Yes
Mobil 1 Racing 4T 10W-40 13.98 Yes
Motul 300V Factory Line 10W-40 13.03 12.5 to <16.3 Yes
Pennzoil Motorcycle Oil 10W-40 15.24 Yes
Pure (Polaris) Victory 20W-40 14.60 Yes
Royal Purple Max-Cycle 10W-40 13.51 Yes
Spectro, Platinum SX4 10W-40 14.61 Yes
Suzuki, 4-Cycle Syn Racing 10W-40 14.72 Yes
Torco T-4SR 10W-40 15.60 Yes
Valvoline 4-Stroke 10W-40 15.22 Yes
7
Brand Indicated Measured Viscosity SAE ViscosityViscosity Grade @ 100° C cSt Range for Within Grade
50 Grade
AMSOIL MCV 20W-50 20.56 Yes
Bel-Ray V-Twin 10W-50 16.95 Yes
BMW Super Synthetic 15W-50 17.88 Yes
Castrol V-Twin 20W-50 18.49 Yes
Harley Davidson HD 360 20W-50 20.50 Yes
Harley Davidson SYN 3 20W-50 20.38 Yes
Honda HP4 20W-50 17.58 Yes
Lucas High Performance 20W-50 17.75 Yes
Maxima Maxum 4 Ultra 5W-50 15.69 16.3 to < 21.9 No
Mobil 1 V-Twin 20W-50 21.04 Yes
Motul 7100 Ester 20W-50 17.94 Yes
Pennzoil Motorcycle 20W-50 20.69 Yes
Royal Purple Max-Cycle 20W-50 20.09 Yes
Spectro, Platinum HD 20W-50 19.26 Yes
Suzuki 4-Cycle V-Twin 20W-50 19.82 Yes
Torco V-Series SS 20W-50 21.05 Yes
Valvoline 4-Stroke 20W-50 18.18 Yes
SAE 50 Group
The results show that all of the oils tested except Maxima Maxum 4 Ultra 5W-50 have initial viscosities consistent with theirindicated SAE viscosity grades. Those oils consistent with their indicated SAE viscosity grades are appropriate for use inapplications recommending these grades/viscosities.
Viscosity Index (ASTM D-2270)The viscosity (thickness) of an oil is affected by temperature changes during use. As the oil’s temperature increases, its vis-cosity will decrease. The degree of change that occurs with temperature is determined by using ASTM test methodology D-2270. Referred to as the oil’s Viscosity Index, the methodology compares the viscosity change that occurs between 100° C(212° F) and 40° C (104° F). The higher the viscosity index, the less the oil’s viscosity changes with changes in temperature.While a greater viscosity index number is desirable, it does not represent that oil’s high temperature viscosity or its load car-rying ability. Shearing forces within the engine, and particularly the transmission, can significantly reduce an oil’s viscosity.Therefore, oils with a lower viscosity index but higher shear stability can, in fact, have a higher viscosity at operating temperature than one with a higher viscosity index and lower shear stability.
Ambient temperatures can also effect an oil’s viscosity. Oil thickens as outside temperatures decrease, leading to pumpabil-ity and circulation concerns. Oils with high viscosity indices function better over a broader temperature range than those withlower numbers. This is important if equipment is used year round in colder climates.
100
110
120
130
140
150
160
170
180
190
Results - Viscosity Index, SAE 50 Group
18
21
82
18
11
81
16
01
60
16
01
60
15
91
59
15
81
58
15
61
56
15
21
52
14
81
48
14
51
45
14
11
41
13
81
38
13
11
31
13
01
30
13
01
30
12
41
24
12
41
24
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
100
110
120
130
140
150
160
170
180
190
Results - Viscosity Index, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
18
01
80
17
51
75
17
31
73
17
21
72
17
11
71
16
71
67
16
31
63
16
11
61
15
71
57
15
71
57
15
61
56
15
41
54
15
21
52
14
91
49
11
71
17
8
9
Viscosity Shear Stability (ASTM D-6278)An oil’s viscosity can be affected through normal use. Mechanical activity creates shearing forces that can cause an oil tothin out, reducing its load carrying ability. Engines operating at high RPMs and those that share a common oil sump withthe transmission are particularly subject to high shear rates. Gear sets found in the transmissions are the leading cause ofshear-induced viscosity loss in motorcycle applications.
The ASTM D-6278 test methodology is used to determine oil shear stability. First an oil’s initial viscosity is determined. Theoil is then subjected to shearing forces using a test apparatus outlined in the methodology. Viscosity measurements aretaken at the end of 15, 30 and 90 cycles and compared to the oil’s initial viscosity. The oils that perform well are those thatshow little or no viscosity change. Oils demonstrating a significant loss in viscosity would be subject to concern. The flatterthe line on the charts below, the greater the shear stability of the oil. Each SAE grade was split into two or more groups tomake the charts easier to reference.
Results - Viscosity Shear Stability SAE 40 Group 2
Vis
cosi
ty -
cS
t @ 1
00°
C
Pennzoil Motorcycle
Valvoline 4-Stroke
0 Cycles 15 Cycles 30 Cycles 90 Cycles9
10
11
12
13
14
15
16
Torco T-4SR
OUT OF INDICATED VISCOSITY GRADE
Bel-Ray EXSCastrol RS R4
Suzuki Syn RacingMaxima 4 Ultra
SA
E 4
0S
AE
30
Valvoline 4-Stroke Torco T-4SR
Suzuki Syn Racing Maxima 4 Ultra
SAE 40 Oils Tested in Group #2
6
7
7
6
6
6
7
7
1
2
3
55 5 5
4
44
43 3 3
22
2
11
1
6 7
54
Castrol RS R43Bel-Ray EXS2Pennzoil Motorcycle1
Results - Viscosity Shear Stability SAE 40 Group 1
Vis
cosi
ty -
cS
t @ 1
00°
C
AMSOIL MCF
Polaris Victory
Spectro Platinum SX4
Mobil Racing 4T
Motul 300 V
Honda HP 4
0 Cycles 15 Cycles 30 Cycles 90 Cycles9
10
11
12
13
14
15
Royal Purple Max-Cycle
Lucas High Performance
OUT OF INDICATED VISCOSITY GRADE
SA
E 4
0S
AE
30
SAE 40 Oils Tested in Group #1
3
343
4
5
6
Honda HP 46
7
8
Lucas High Performance8
8
8
8
7
7
Royal Purple Max-Cycle7
7
6
6
6
55
Motul 300 V5
5
44
Mobil Racing 4T4
3
Spectro Platinum SX43
12
2 2 2
1 1 1
AMSOIL MCF1 Polaris Victory2
Results - Viscosity Shear Stability SAE 50 Group 1
Vis
cosi
ty -
cS
t @ 1
00°
C
Pennzoil Motorcycle
Maxima 4 Ultra
Royal Purple Max Cycle
0 Cycles 15 Cycles 30 Cycles 90 Cycles13.5
14.5
15.5
16.5
17.5
18.5
19.5
20.5
21.5
BMW Motor Oil
AMSOIL MCV
Lucas High Performance
OUT OF INDICATED VISCOSITY GRADE
SA
E 5
0S
AE
40
SAE 50 Oils Tested in Group #1
1112
2
3
6
66
6
4
5
5 5 5
44
4
3 3
3
2
2
1
AMSOIL MCV1 Pennzoil Motorcycle2
Royal Purple Max Cycle3 BMW Motor Oil4
Maxima 4 Ultra5 Lucas High Performance6
Results - Viscosity Shear Stability SAE 50 Group 2
Vis
cosi
ty -
cS
t @ 1
00°
C Torco V Series SS
Valvoline 4-Stroke
Suzuki 4-Cycle V-Twin
0 Cycles 15 Cycles 30 Cycles 90 Cycles13.5
14.5
15.5
16.5
17.5
18.5
19.5
20.5
21.5
Bel-Ray V-Twin
Mobil V-Twin
OUT OF INDICATED VISCOSITY GRADE
SA
E 5
0S
AE
40
SAE 50 Oils Tested in Group #2
2
2
Torco V Series SS2
2 2
3
33
Suzuki 4-Cycle V-Twin3
34
4
Bel-Ray V-Twin4
4
54
5
55
Valvoline 4-Stroke5
1 1 1 1
Mobil V-Twin1
Results - Viscosity Shear Stability SAE 50 Group 3
Vis
cosi
ty -
cS
t @ 1
00°
C
Spectro Platinum HD
Castrol V-Twin
0 Cycles 15 Cycles 30 Cycles 90 Cycles13.5
14.5
15.5
16.5
17.5
18.5
19.5
20.5
21.5
Harley-Davidson HD 360
Harley-Davidson Syn-3Motul 7100 Ester
Honda HP-4
OUT OF INDICATED VISCOSITY GRADE
SA
E 5
0S
AE
40
SAE 50 Oils Tested in Group #3
2
2 232
4
6
6
6
4
4
4
3
3
35
5
5
5
6
1
11
1
Motul 7100 Ester2
Harley-Davidson HD 3604Harley-Davidson Syn-33
Honda HP-45 Castrol V-Twin6
Spectro Platinum HD1
10
3.0
3.2
3.4
3.6
3.8
4.0
4.2
4.4
4.6
4.8
Results - HT/HS, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
4.5
24
.52
4.2
94
.29
4.2
34
.23
4.2
04
.20
4.1
84
.18
4.1
74
.17
4.1
44
.14
4.1
44
.14
4.1
04
.10
4.0
44
.04
4.0
04
.00
4.0
04
.00
3.9
13
.91
3.5
33
.53
3.5
33
.53
cP
4.0
4.5
5.0
5.5
6.0
6.5
Results - HT/HS, SAE 50 Group
6.1
26
.12
6.0
86
.08
6.0
26
.02
5.5
45
.54
5.4
35
.43
5.4
25
.42
5.3
45
.34
5.3
45
.34
4.8
84
.88
4.8
84
.88
5.2
65
.26
5.1
05
.10
4.9
84
.98
4.8
64
.86
4.8
64
.86
4.7
84
.78
4.3
64
.36
cP
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
The results point out significant differences between oils and their ability to retain their viscosity. Within the SAE 40 group,40% of the oils dropped one viscosity grade to an SAE 30. Within the SAE 50 group, 53% dropped one grade to an SAE40. Many of the oils losing a viscosity grade did so quickly, within the initial 15 cycles of shearing.
In order to meet motorcycle oil standards JASO T903:2006 and ISO 24254:2007, SAE 40 oils must not shear below 12cSt in 30 cycles and SAE 50 oils must not shear below 15 cSt in 30 cycles. In the test, no SAE 50 oils fell below 15 cStat 30 cycles. Maxima 4 Ultra and Lucas High Performance, however, fell below the 15 cSt limit prior to 90 cycles. In theSAE 40 group, Royal Purple Max-Cycle, Lucas High Performance, Torco T-4SR and Valvoline 4-Stroke fell below the 12cSt limit in 30 cycles, while Honda HP4 fell below the limit in 90 cycles.
The importance of shear stability cannot be overstated. This same test is used to evaluate heavy duty diesel engine oilssubjected to service intervals as high as 50,000 miles in Class 8 trucks.
It should be noted that no correlation exists between the viscosity index of an oil and its ability to minimize shear. In the SAE40 group, for example, the Lucas High Performance had the second-highest viscosity index, yet performed the worst when itcame to viscosity retention in the face of shearing forces. The AMSOIL MCF, on the other hand, had a significantly lower viscosity index, yet placed first in the area of viscosity retention.
High Temperature/High Shear Viscosity (HT/HS ASTM D-5481)Shear stability and good high temperature viscosity are critical in motorcycle applications. How these two areas in combinationaffect the oil is measured using ASTM test methodology D-5481. The test measures an oil’s viscosity at high temperature undershearing forces. Shear stable oils that are able to maintain high viscosity at high temperatures perform well in the HighTemperature/High Shear Test. The test is revealing as it combines viscosity, shear stability and viscosity index. It is importantbecause bearings require the greatest level of protection during high temperature operation.Test results are indicated in cetipois-es (cP), which are units of viscosity. The higher the test result, the greater the level of viscosity protection offered by the oil.
11
12
Zinc Concentration (ppm, ICP)Though viscosity is critical in terms of wear protection, it does have limitations. Component loading can exceed the load car-rying ability of the oil. When that occurs, partial or full contact results between components and wear will occur. Chemical addi-tives are added to the oil as the last line of defense to control wear in these conditions. These additives have an attraction tometal surfaces and create a sacrificial coating on engine parts. If contact occurs the additive coating takes the abuse to mini-mize component wear. The most common additive used in internal combustion engine oils is zinc dithiophosphate (ZDP). Asimple way of reviewing ZDP levels within an oil is to measure the zinc content. It should be noted that ZDP defines a groupof zinc-containing compounds that vary in composition, quality and performance. Quantity of zinc content alone does not indi-cate its performance. Therefore, it cannot be assumed that oils with higher concentrations of zinc provide better wear protec-tion. Additional testing must be reviewed to determine an oil’s actual ability to prevent wear.The wear testing further in this doc-ument reflects the general lack of correlation between zinc levels and wear protection. Due to this lack of correlation, zinc lev-els are not included in the scoring and summary of results contained in the review.
The tables below show the levels of zinc present in each of the oils. Results were determined using an inductively coupledplasma (ICP) machine and are reported in parts per million.
Zinc levels varied widely in both the SAE 40 and 50 groups, ranging from as low as 996 ppm to as high as 2,209 ppm.
500
700
900
1100
1300
1500
1700
1900
2100
2300
2500
Results - Zinc Levels, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
2,2
09
2,2
09
1,7
93
1,7
93
1,5
70
1,5
70
1,4
17
1,4
17
1,2
78
1,2
78
1,2
74
1,2
74
1,1
60
1,1
60
1,1
08
1,1
08
1,1
06
1,1
06
1,0
93
1,0
93
1,0
21
1,0
21
1,0
16
1,0
16
1,0
16
1,0
16
1,0
12
1,0
12
1,0
01
1,0
01
Par
ts P
er M
illio
n
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
Results - Zinc Levels, SAE 50 Group
2,1
63
2,1
63
1,7
10
1,7
10
1,5
42
1,5
42
1,4
34
1,4
34
1,3
12
1,3
12
1,3
07
1,3
07
1,2
09
1,2
09
1,1
70
1,1
70
1,1
59
1,1
59
1,1
32
1,1
32
1,1
27
1,1
27
1,1
05
1,1
05
1,0
56
1,0
56
1,0
45
1,0
45
1,0
20
1,0
20
1,0
16
1,0
16
99
69
96Par
ts P
er M
illio
n
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
13
Wear Protection (4-Ball, ASTM D-4172)The ASTM D-4172 4-Ball Wear Test is a good measure of an oil’s ability to minimize wear in case of metal-to-metal contact.The test consists of a steel ball that sits atop three identical balls that have been placed in a triangular pattern and restrainedfrom moving. All four balls are immersed in the test oil, which is heated and maintained at a constant temperature. The upperball is then rotated and forced onto the lower three balls with a load measured in kilogram-force (kgf). After a one-hour peri-od of constant load, speed and temperature, the lower three balls are inspected at the point of contact. Any wear will appearas a single scar on each of the lower balls. The diameter of the scar is measured on each of the lower balls and the resultsare reported as the average of the three scars, expressed in millimeters. The lower the average scar diameter, the better theanti-wear properties of the oil. In this case, the load, speed and temperature used for the test were 40 kg, 1800 RPMs and150° C respectively.
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
Results - 4-Ball Wear Test, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
0.3
53
0.3
53
0.4
10
0.4
10
0.5
58
0.5
58
0.6
04
0.6
04
0.6
28
0.6
28
0.6
37
0.6
37
0.6
49
0.6
49
0.6
61
0.6
61
0.6
70
0.6
70
0.7
01
0.7
01
0.7
09
0.7
09
0.7
21
0.7
21
0.7
31
0.7
31
0.8
04
0.8
04
1.0
77
1.0
77
Wea
r S
car
Dia
met
er (
mm
)
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
Results - 4-Ball Wear Test, SAE 50 Group
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
0.3
63
0.3
63
0.3
73
0.3
73
0.3
95
0.3
95
0.4
55
0.4
55 0.5
46
0.5
46
0.6
05
0.6
05
0.6
07
0.6
07
0.6
42
0.6
42
0.6
48
0.6
48
0.6
52
0.6
52
0.6
62
0.6
62
0.6
87
0.6
87
0.6
93
0.6
93
0.7
19
0.7
19
1.1
07
1.1
07
Wea
r S
car
Dia
met
er (
mm
)
0.7
24
0.7
24
0.7
86
0.7
86
Torco and AMSOIL motorcycle oils finished first and second respectively in both the SAE 40 and SAE 50 groups.Interestingly, Torco oils had among the lowest zinc levels of all oils tested, while the AMSOIL oils had zinc levels in the mid-dle to upper range. Although the Maxima oils contained the highest levels of zinc, each placed fourth in its respective 4-BallWear Test. Royal Purple oils featured zinc levels similar to those of the AMSOIL oils. However, the wear scars were 2.6 to2.8 times greater and they ranked last in each test.
The results strongly suggest that simply having high levels of zinc is not sufficient to effectively minimize wear.
14
Failure Example:Torco T-4SRPassed Stage 12,Failed Stage 13,Total Wear in Stage 13, 320 mm
Pass Example:AMSOIL MCFPassed Stage 13,Total Wear 0 mm
Gear Performance (FZG ASTM D-5182)Wear protection is provided by both the oil’s viscosity and its chemical additives. The greatest need for both is in the motor-cycle transmission gear set. High sliding pressures, shock loading and the shearing forces applied by the gears demand agreat deal from a lubricant. Motorcycle applications present a unique situation because many motorcycle engines share acommon lubrication sump with the transmission. The same oil lubricates both assemblies, yet engines place differentdemands on the oil than do transmissions. What may work well for one may not work well for the other. In an attempt tomeet both needs, a lubricant’s performance can be compromised in both areas.
To examine gear oil performance, the ASTM test methodology D-5182 (FZG) is used. In this test, two hardened steel spurgears are partially immersed in the oil to be tested. The oil is maintained at a constant 90° C and a predetermined load isplaced on the pinion gear. The gears are then rotated at 1,450 RPM for 21,700 revolutions. Finally, the gears are inspect-ed for scuffing (adhesive wear). If the total width of wear on the pinion gear teeth exceeds 20 mm, the test is ended. If lessthan 20 mm of wear is noted, additional load is placed on the pinion gear and the test is run for another 21,700 revolutions.Each time additional load is added, the test oil advances to a higher stage. The highest stage is 13. Results indicate thestage passed by each oil. Wear is reported for the stage at which the oil failed.
9
10
11
12
13
Results - Gear Wear Test, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-0
mm
We
ar
Pa
sse
d a
ll 1
3 S
tag
es - 0
.5m
m W
ea
rP
asse
da
ll1
3S
tag
es
-0
.5m
mW
ea
r
Pa
sse
d a
ll 1
3 S
tag
es - 2
mm
We
ar
Pa
sse
da
ll1
3S
tag
es
-2
mm
We
ar
Fa
ile
d - 3
20
mm
Fa
ile
d-
32
0m
m
Fa
ile
d - 3
2m
mFa
ile
d-
32
mm
Fa
ile
d - 3
20
mm
Fa
ile
d-
32
0m
m
Test
Sta
ges
Pas
sed
Maximum Test Stage = 13 Wear results shown in mm at last test stage passed.
Results, Gear Wear Test, SAE 40 Group
Original Machining marks
Wear Pattern
15
Failure Example:Lucas High PerformancePassed Stage 11,Failed Stage 12,Total Wear in Stage 12, 160 mm
Pass Example:AMSOIL MCVPassed Stage 13,Total Wear 0 mm
9
10
11
12
13
Results - Gear Wear Test, SAE 50 Group
Hon
da H
P-4
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
-Dut
y
Valvo
line
4-Str
oke
BMW
Mot
orcy
cle
Oil
Max
ima
4 Ultr
a
Har
ley-
David
son
Syn 3
Mob
il 1
V-Tw
in
Har
key-
David
son
HD 3
60
Penn
zoil
Mot
orcy
cle
Oil
Mot
ul 7
100
Ester
Luca
s Hig
h Pe
rfor
man
ce
Suzuk
i 4-C
ycle
V-T
win
AMSO
IL M
CV
Bel-R
ay V
-Tw
in
Castrol
V-T
win
Royal
Pur
ple
Max
-Cyc
le
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
mm
Pa
sse
da
ll1
3S
tag
es
-0
mm
Pa
sse
d a
ll 1
3 S
tag
es - 0
.2 m
mP
asse
da
ll1
3S
tag
es
-0
.2m
m
Pa
sse
d a
ll 1
3 S
tag
es - 0
.2 m
mP
asse
da
ll1
3S
tag
es
-0
.2m
m
Pa
sse
d a
ll 1
3 S
tag
es - 0
.2 m
mP
asse
da
ll1
3S
tag
es
-0
.2m
m
Pa
sse
d a
ll 1
3 S
tag
es - 0
.7 m
mP
asse
da
ll1
3S
tag
es
-0
.7m
m
Pa
sse
d a
ll 1
3 S
tag
es - 1
0.5
mm
Pa
sse
da
ll1
3S
tag
es
-1
0.5
mm
Pa
sse
d a
ll 1
3 S
tag
es - 1
4 m
mP
asse
da
ll1
3S
tag
es
-1
4m
m
Fa
ile
d - 2
7.9
mm
Fa
ile
d-2
7.9
mm
Fa
ile
d - 6
7.2
mm
Fa
ile
d-6
7.2
mm
Fa
ile
d - 1
60
mm
Fa
ile
d-1
60
mm
Test
Sta
ges
Pas
sed
Maximum Test Stage = 13 - Wear results shown in mm at last test stage passed.
The test shows that 80% of the SAE 40 oils and 83% of the SAE 50 oils passed stage 13. Because FZG and 4-Ball WearTests measure wear protection differently and address different lubrication concerns within a motorcycle, it is important foroils to obtain high scores in both tests to ensure superior protection in a variety of motorcycle applications and conditions.Although the Torco T-4SR oil scored the best in the 4-Ball Wear Test, it failed stage 13 in the FZG Gear Wear Test.
AMSOIL motorcycle oils obtained consistently high marks in both the SAE 40 and SAE 50 4-Ball and FZG Gear Wear Tests.
Results, Gear Wear Test, SAE 50 Group
Original Machining marks
Wear Pattern
16
Oxidation Stability (TFOUT ASTM D-4742)Heat can destroy lubricants. High temperatures accelerate oxidation, which shortens the oil life and promotes carbondeposits. Oxidized lubricants can create and react with contaminants such as fuel and water to produce corrosive by-prod-ucts. Oxidation stability is critical in air-cooled and high performance motorcycles.
ASTM test methodology D-4742 is used to determine an oil’s ability to resist oxidation by exposing the oil to common con-ditions found in gasoline fueled engines. These conditions include the presence of fuel; metal catalysts such as iron, leadand copper; water; oxygen and heat. Typically, the initial rate of oxidation is slow and increases with time. At a certain point,the rate of oxidation will increase significantly. The length of time it takes to reach that level of rapid oxidation is measuredin minutes. The maximum duration of the test is 500 minutes.
50
95
140
185
230
275
320
365
410
455
500
Results - Oxidation Stability, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
50
05
00
50
05
00
50
05
00
50
05
00
50
05
00
40
24
02
36
63
66
31
13
11
29
62
96
24
82
48
21
52
15
19
81
98
19
61
96
18
01
80
74
74
Min
utes
to B
reak
0
50
100
150
200
250
300
350
400
450
500
Results - Oxidation Stability, SAE 50 Group
50
05
00
50
05
00
50
05
00
50
05
00
50
05
00
38
03
80
34
33
43
33
93
39
28
22
82
25
02
50
23
12
31
19
41
94
18
41
84
16
41
64
14
71
47
14
21
42
50
50
Min
utes
to B
reak
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
The test shows that only 33% of the SAE 40 group oils and 29% of the SAE 50 group oils achieved the maximum obtain-able results of 500 minutes. The results of the remaining oils suggest a faster rate of degradation and shorter service life.
17
Volatility (Evaporation) (ASTM D-5800)When oil is heated, lighter fractions in the oil volatilize (evaporate). This leads to increased oil consumption, emissions andviscosity increase. Higher operating temperatures produce greater volatility.
To determine an oil’s resistance to volatility, ASTM test methodology D-5800 is used. In this test, a specific volume of oil isheated to a temperature of 250° C for a period of 60 minutes. Air is drawn through the container holding the oil sample,removing oil that has turned into vapor. At the end of the 60-minute period, the remaining oil volume is weighed and com-pared to the original weight of the sample. The difference is reported as the percentage of weight lost.
0%
2%
4%
6%
8%
10%
12%
14%
16%
18%
20%
Results - Volatility, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
4.4
7%
4.4
7%
5.5
1%
5.5
1%
5.8
9%
5.8
9%
6.4
4%
6.4
4% 8.2
8%
8.2
8%
9.5
7%
9.5
7%
9.5
9%
9.5
9%
9.9
1%
9.9
1%
11
.76
%1
1.7
6%
11
.77
%1
1.7
7%
12
.07
%1
2.0
7%
13
.50
%1
3.5
0%
15
.18
%1
5.1
8%
18
.44
%1
8.4
4%
18
.68
%1
8.6
8%
Per
cent
Los
s
0%
2%
4%
6%
8%
10%
12%
14%
Results - Volatility, SAE 50 Group
3.8
9%
3.8
9%
4.4
9%
4.4
9%
4.5
1%
4.5
1%
4.5
7%
4.5
7% 6
.31
%6
.31
%
6.3
8%
6.3
8%
6.5
6%
6.5
6% 7.8
3%
7.8
3%
8.0
7%
8.0
7%
8.3
3%
8.3
3%
8.5
0%
8.5
0%
9.3
2%
9.3
2%
9.7
7%
9.7
7%
10
.72
%1
0.7
2%
11
.43
%1
1.4
3%
11
.74
%1
1.7
4%
11
.91
%1
1.9
1%
Per
cent
Los
s
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
The results show a significant difference between those oils with low volatility and those with higher volatility. Low volatilityis of particular benefit in hot running, air-cooled engines.
18
Acid Neutralization and Engine Cleanliness (TBN ASTM D-2896)Motor oils are designed to neutralize acids and keep engines clean. Both tasks can be accomplished, in part, through theuse of detergent additives, as they are alkaline in nature. Alkalinity is measured using ASTM D-2896. Reported as a TotalBase Number (TBN), the test determines the amount of acid required to neutralize the oil’s alkaline properties. The higherthe result, the greater amount of acid the oil can withstand.
Detergent additives are sacrificial and are depleted as they neutralize acids. Therefore, oils with a higher TBN should pro-vide benefits over a longer period of time.
6
7
8
9
10
11
12
Results - TBN & Cleanliness, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
11
.44
11
.44
11
.18
11
.18
11
.10
11
.10
10
.37
10
.37
10
.25
10
.25
10
.01
10
.01
9.3
29
.32
8.9
98
.99
8.8
38
.83
8.6
88
.68
8.6
38
.63
8.5
38
.53
8.2
48
.24
8.1
58
.15
7.7
57
.75
6
7
8
9
10
11
12
Results - TBN & Cleanliness, SAE 50 Group
11
.23
11
.23
11
.15
11
.15
11
.10
11
.10
11
.05
11
.05
10
.42
10
.42
9.2
69
.26
9.0
29
.02
8.9
08
.90
8.8
78
.87
8.6
98
.69
8.4
88
.48
8.3
68
.36
8.2
68
.26
8.1
78
.17
8.0
98
.09
7.7
77
.77
7.2
77
.27
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
Foaming Tendency (ASTM D-892)During engine and transmission operation, airis introduced into the lubricating oil, which mayproduce foam. In severe cases, foam canincrease wear, operating temperatures andoxidation. Oil is non-compressible, but whenair passes through loaded areas, the bubblescan collapse and allow the metal surfaces tocontact each other. In addition, the oil has alarger surface area exposed to oxygen whenair is trapped in the oil, which promotesincreased oxidation.
Higher operating speeds and gear systems inmotorcycles increase the need for good foamcontrol. While oil cannot prevent the introduc-tion of air, it can control foaming through theuse of anti-foam additives.
To determine foaming characteristics, ASTMtest methodology D-892 is used. The testing isdivided into three individual sequences. In eachsequence, air is bubbled through the oil for fiveminutes and the foam generated is measured inmillimeters immediately following the test. At theend of the sequence, the oil is allowed to settlefor 10 minutes and the remaining foam is meas-ured again. Both results are reported. The tem-perature is altered for each sequence.Sequence I is conducted at 24° C, Sequence IIat 93.5° C and Sequence III after allowing theoil to cool back to 24° C.
The results show the levels of foam present foreach sequence immediately following the five-minute bubbling process. In the SAE 40 group,Pennzoil Motorcycle Oil, Lucas HighPerformance, Royal Purple Max-Cycle and Bel-Ray EXS Superbike failed to meet the foamingrequirements of JASO T903:2006 and ISO24254:2007, which specify a minimum stan-dard of 10/50/10. In the SAE 50 group, Motul7100 Ester, Bel-Ray V-Twin and Lucas HighPerformance failed to meet the standards.
Results - Foaming Tendency, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
00--00
-0-0
Foa
m V
olum
e (m
L)
0
50
100
150
200
250
300
- Sequence I - Sequence II - Sequence III
00--00
-0-0 00--2
02
0-0-0
00--3
03
0-0-0
00--3
03
0-0-0
20
20
--30
30
-20
-20
00--5
05
0-0-0
55--5
05
0-0-0
55--6
06
0-0-0
10
-1
0-2
00
20
0-1
0-1
0
26
5-
26
5-2
00
20
0-1
90
-19
0
00--2
02
0-0-0
00--2
02
0-0-0
00--2
02
0-0-0
00--2
02
0-0-0
Results - Foaming Tendency, SAE 50 Group
Bel-R
ay V
-Tw
in
Mot
ul 7
100
Ester
Castrol
V-T
win
Har
ley-
David
son
HD 3
00
BMW
Mot
or O
il
Valvo
line
4-Str
oke
Max
ima
4 Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Penn
zoil
Mot
orcy
cle
Hon
da H
P 4
Suzuk
i 4-C
ycle
V-T
win
Torc
o V-S
erie
s SS
Har
ley-
David
son
Syn 3
AMSO
IL M
CV
Royal
Pur
ple
Max
Cyc
le
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
00--00
-0-0
Foa
m V
olum
e (m
L)
0
100
200
300
400
500
600
- Sequence I - Sequence II - Sequence III
00--00
-0-0
00--00
-0-0
00--00
-0-0
00--00
-0-0
00--00
-0-0
00--2
02
0-0-0
00--4
04
0-0-0
00--5
05
0-0-0
55--4
54
5-0-0
10
10
--40
40
-10
-10
55--1
00
10
0-0-0
27
5-
27
5-3
00
30
0-2
00
-20
0
50
0-
50
0-5
55
55
5-5
10
-51
0
00--1
01
0-0-0
00--1
01
0-0-0
00--1
01
0-0-0
19
Only AMSOIL had oils in both the SAE 40 and SAE 50 groups thatexhibited zero mL foam after the five-minute bubbling process.
Pass Example:AMSOIL MCV(0-0-0)
Fail Example:Lucas HighPerformance(500-555-510)
0
1
2
3
4
5
6
7
8
9
10
Results - Rust Protection, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
Rat
ing
Sca
le
= 0 - Rust Spot Clean = 1-10 - Rust Spot Light = 11-20 - Rust Spot Medium = 21+ - Rust Spot Heavy
5.0
= F
AIL
5.0
=FA
IL
2.5
= F
AIL
2.5
=FA
IL
2.5
= F
AIL
2.5
=FA
IL
20
Rust Protection (Humidity Cabinet ASTM D-1748)Rust protection is of particular importance in motorcycle applications. Motorcycles are typically not used every day and areoften stored during the off-season. Condensation and moisture within the engine can cause rust. Rust is very abrasive andleaves pits in metal surfaces. Rust rapidly accelerates wear and can cause catastrophic failure. Roller bearings are espe-cially sensitive to rust. Oil, however, has little or no natural ability to prevent rust. General engine oil additives may providesome degree of rust protection, but for superior anti-rust properties, rust inhibitors must be added.
Rust protection is measured using the ASTM D-1748 humidity cabinet test. The procedure calls for metal coupons to bedipped in the test oil, then placed in a humidity cabinet for 24 hours at 48.9° C. After 24 hours, the coupons are removedand inspected for rust. Oils allowing no rust or no more than three rust spots less than or equal to 1 mm in diameter aredetermined to have passed. Oils allowing more than three rust spots or one rust spot greater than 1 mm in diameter aredetermined to have failed. The degree of failure has been divided into three additional categories: 1-10 spots, 11-20 spotsand 21 or more spots.
Pass Example: AMSOIL MCF Fail Example: Castrol RS R4 4T
Results, Rust Protection, SAE 40 Group
0
1
2
3
4
5
6
7
8
9
10
Results - Rust Protection, SAE 50 Group
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
10
.0 =
PA
SS
10
.0=
PA
SS
Rat
ing
Sca
le
= 0 - Rust Spot Clean = 1-10 - Rust Spot Light = 11-20 - Rust Spot Medium = 21+ - Rust Spot Heavy7
.5 =
FA
IL7
.5=
FA
IL
7.5
= F
AIL
7.5
=FA
IL
7.5
= F
AIL
7.5
=FA
IL
7.5
= F
AIL
7.5
=FA
IL
5.0
= F
AIL
5.0
=FA
IL
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
$0.00
$0.10
$0.20
$0.30
$0.40
$0.50
Results - Pricing, SAE 40 Group
Bel-R
ay E
XS Sup
erbi
ke
Torc
o T-
4SR
Castrol
RS R
4 4T
Spect
ro P
latin
um S
X4
Max
ima
Max
um 4
Ultr
a
Luca
s Hig
h Pe
rfor
man
ce
Mot
ul 3
00 V
Suzuk
i 4-C
ycle
Syn
Rac
ing
Oil
Royal
Pur
ple
Max
-Cyc
le
Penn
zoil
Mot
orcy
cle
Oil
Valvo
line
4-Str
oke
AMSO
IL M
CF
Mob
il Rac
ing
4T
Hon
da H
P 4
Pola
ris V
icto
ry
.09
.09 .1
1.1
1
.22
.22
.22
.22
.26
.26 .2
8.2
8
.29
.29 .3
2.3
2 .33
.33
.34
.34 .3
7.3
7 .39
.39 .4
2.4
2
.46
.46
Cos
t Per
Oun
ce
.22
.22
PricingPerformance is not all that is considered whenmaking a motorcycle oil purchase. The con-sumer will wish to optimize the performance ofthe product as compared to the price. In thisevaluation the price of the candidate oils werecompared on a cost per ounce basis, equaliz-ing the differences between quart and liter vol-umes. Prices are based on the actual cost paidfor the product when purchased in case lots.
Fail Example: Castrol V-Twin
Results, Rust Protection, SAE 50 Group
21
Pass Example: AMSOIL MCV
22
Although the initial price of a product is a primary concern, it does not reflect the actual cost of using the product. Lessexpensive oils may save money initially but can cost more in the end if they compromise performance. The additional ben-efits offered by a more expensive oil can offset the difference in price. For example, oils that last longer cost less over time,and oils that offer superior anti-wear performance and rust protection can increase equipment life, reducing expensiverepairs. High quality motorcycle oil is an inexpensive way to protect an expensive investment.
Wet-Clutch Compatibility (JASO T 904:2006, ISO 24254:2007 limited review)It has been noted that motorcycle oils must be multi-functional, meeting the needs of both the engine and transmission. Anadditional concern is in those applications in which the clutch is immersed in the oil occupying the transmission. As theclutch is a frictional device and oils are by design used to minimize friction, concern arises over the impact the oil may haveon the operation of the clutch. How an oil performs in a wet-clutch application is, in part, a function of its additive system.An oil should be free of additives such as friction modifiers that can dramatically alter the dynamic and static frictional prop-erties of the clutch and result in clutch plate slippage.
Wet-clutch compatibility is determined using JASO T 904:2006 test methodology, which is a subsection of JASO T903:2006. Identical test methodology is also found in ISO standard 24254:2007. These procedures determine the friction-al characteristics of an oil and allow comparison against a standard. That standard has four categories: JASO MB, MA,MA1, MA2 and ISO L-EMB, L-EMA, L-EMA1 and L-EMA2. Oils falling into the MB (L-EMB) category offer minimal wet-clutch performance, while MA2 (L-EMA2) fluids offer the best performance to help prevent clutch plate slippage.
The scope of this paper did not allow for the evaluation of all oils in this area. As such, results of the oils tested were notincluded within the overall product summary. Testing revealed the AMSOIL motorcycle oils meet the highest rating of JASOMA2 (L-EMA2), offering superior wet-clutch performance. Motul and Royal Purple meet the JASO MA specification, the min-imum standard specified by most motorcycle manufacturers. Although both Maxima and Torco claim to meet the JASO MAspecification, testing shows Maxima only qualifies as a JASO MB oil, while Torco does not qualify for a JASO category at all.
Dynamic Static Friction Stop Time JASO JASO Category ISOFriction Index Index Index Category Advertised Category
AMSOIL MCF 10W-40 2.03 1.94 1.99 MA2 MA2 L-EMA2AMSOIL MCV 20W-50 2.07 1.95 1.98 MA2 MA2 L-EMA2Motul 300V 10W-40 2.07 1.63 1.98 MA MA L-EMARoyal Purple 10W-40 1.54 1.87 1.58 MA None L-EMAMaxima Maxum 4 Ultra 5W-40 1.46 1.28 1.53 MB MA L-EMBTorco T-4SR 10W-40 1.10 0.57 1.08 None MA None
Results, Wet-Clutch Compatibility
$0.00
$0.10
$0.20
$0.30
$0.40
$0.50
Results - Pricing, SAE 50 Group
.09
.09 .1
1.1
1
.19
.19
.26
.26 .2
8.2
8 .30
.30
.30
.30
.31
.31 .3
3.3
3
.34
.34 .3
7.3
7 .39
.39
.45
.45
.46
.46 .47
.47
Cos
t Per
Oun
ce
.15
.15
.16
.16
AMSO
IL M
CV
Torc
o V-S
erie
s SS
Spect
ro P
latin
um H
eavy
Dut
y
Mob
il 1
V-Tw
in
Hon
da H
P-4
Penn
zoil
Mot
orcy
cle
Max
ima
4 Ultr
a
Valvo
line
4-Str
oke
Royal
Pur
ple
Max
-Cyc
le
Har
ley-
David
son
Syn 3
Castrol
V-T
win
Bel-R
ay V
-Tw
in
Suzuk
i 4-C
ycle
V-T
win
Luca
s Hig
h Pe
rfor
man
ce
Har
ley-
David
son
HD 3
60
BMW
Mot
or O
il
Mot
ul 7
100
Ester
Scoring and Summary of ResultsEach oil was assigned a score for each test result. The oil with the best test result was assigned a 1. The oil with the secondbest result was assigned a 2, and so on. Oils demonstrating the same level of performance were assigned the same num-ber. Note that the results of each test have not been weighted to reflect or suggest the degree of significance it representsin 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.
SAE 40 - PRODUCT COMPARISON RESULTS
AM
SO
IL M
CF
Mob
il R
acin
g 4T
Max
ima
Max
um 4
Ultr
a
Pol
aris
Vic
tory
Val
volin
e 4-
Str
oke
Mot
ul 3
00 V
Mot
ul 3
00 V
Cas
trol
RS
R4
4TC
astr
ol R
S R
4 4T
Hon
da H
P 4
Bel
Ray
EX
S S
uper
Bik
e
Spe
ctro
Pla
tinum
SX
4
Hon
da H
P 4
Bel
Ray
EX
S S
uper
Bik
e
Spe
ctro
Pla
tinum
SX
4
Suz
uki 4
-Cyc
le S
yn R
acin
g S
uzuk
i 4-C
ycle
Syn
Rac
ing
Luca
s H
igh
Per
form
ance
Tor
co T
-4S
R
Roy
al P
urpl
e M
ax-C
ycle
Pen
nzoi
l Mot
orcy
cle
Oil
Viscosity Index (ASTM D-2270) 8 13 5 15 12 7 3 11 6 2 4 14 9 9
Viscosity Shear Stability (% ViscosityRetention after 90 cycles, ASTM D-6278)
1 5 4 6 13 2 3 10 8 14 15 11 12 9
High Temperature / High Shear Viscosity(HT/HS ASTM D-4683)
1 7 9 3 4 2 14 6 5 10 7 14 11 13
Wear Protection (4-Ball ASTM D-4172) 2 6 4 13 7 5 14 9 12 8 1 11 15 10
Gear Performance (FZG ASTM D-5182) 1 1 1 1 1 14 1 1 1 1 13 1 1 15
Oxidation Stability (TFOUT ASTM D-4742) 1 1 1 13 9 6 10 12 8 15 7 11 1 14
Volatility (NOACK ASTM D-5800) 4 2 7 3 12 5 6 11 1 14 8 9 15 13
Acid Neutralization (TBN ASTM D-2896) 3 6 4 11 8 12 5 13 10 1 7 9 2 14
Foam Control (ASTM D-892) 1 3 10 1 3 11 3 3 8 13 8 3 14 12
Rust Protection (Humidity Cabinet ASTM D-1748)
1 1 1 1 1 1 14 1 14 1 1 1 1 1
Pricing 8 11 13 3 2 10 7 3 9 3 15 6
1
7
11
3
1
1
10
15
15
13
14 12 1
TOTALS 31 56 59 70 72 75 80 80 82 82 86 90 91 93 111
Ranking 1 2 3 4 5 6 7 7 9 9 11 12 13 14 15
AM
SO
IL M
CF
Mob
il R
acin
g 4T
Max
ima
Max
um 4
Ultr
a
Pol
aris
Vic
tory
Val
volin
e 4-
Str
oke
Luca
s H
igh
Per
form
ance
Tor
co T
-4S
R
Roy
al P
urpl
e M
ax-C
ycle
Pen
nzoi
l Mot
orcy
cle
Oil
C
C
23
24
SAE 50 - PRODUCT COMPARISON RESULTS
AM
SO
IL M
CV
Mob
il 1
V-T
win
Tor
co V
-Ser
ies
SS
Har
ley
Dav
idso
n S
YN
3
Spe
ctro
Pla
tinum
HD
BM
W M
otor
Oil
Max
ima
4 U
ltra
Roy
al P
urpl
e M
ax-C
ycle
Hon
da H
P 4
Suz
uki 4
-Cyc
le V
-Tw
in
Val
volin
e 4-
Str
oke
Mot
ul 7
100
Est
er
Bel
-Ray
V-T
win
Cas
trol
V-T
win
Har
ley
Dav
idso
n H
D 3
60
Luca
s H
igh
Per
form
ance
Pen
nzoi
l Mot
orcy
cle
Oil
Viscosity Index (ASTM D-2270) 7 10 9 6 8 3 2 11 14 14 16 5 1 16 13 3 12
Viscosity Shear Stability (% Viscosity Retention after 90 Cycles, ASTM D-6278
2 1 4 12 6 8 5 16 9 10 13 3 7 15 17 14 11
High Temperature / High Shear Viscosity (HT/HS ASTM D-4683)
3 2 1 4 6 11 12 5 16 7 10 12 17 14 7 9 14
Wear Protection (4-Ball ASTM D-4172) 2 3 1 5 10 16 4 17 11 13 8 14 7 12 15 9 6
Gear Performance (FZG ASTM D-5182) 1 1 1 1 1 1 1 1 1 1 1 16 1 1 1 16 15
Oxidation Stability (TFOUT ASTM D-4742) 1 1 6 15 7 9 1 1 10 13 11 8 1 12 16 17 14
Volatility (NOACK ASTM D-5800) 1 8 6 11 5 7 12 15 3 13 10 4 14 2 9 16 17
Acid Neutralization (TBN ASTM D-2896) 3 5 6 2 10 4 7 1 14 8 16 13 17 9 15 12 11
Foam Control (ASTM D-892) 1 1 14 1 7 1 11 1 1 10 7 15 16 12 7 17 13
Rust Protection (Humidity Cabinet ASTM D-1748) 1 1 1 1 1 1 13 1 1 1 1 1 13 17 13 1 13
314151110161218gnicirP 6 4 2 7 17 5 3 8 1
721221611511111895949682828672786565403SLATOT
Ranking 1 2 3 4 5 6 7 7 9 10 11 12 13 14 15 16 17
AM
SO
IL M
CV
Mob
il 1
V-T
win
Tor
co V
-Ser
ies
SS
Har
ley
Dav
idso
n S
YN
3
Spe
ctro
Pla
tinum
HD
BM
W M
otor
Oil
Max
ima
4 U
ltra
Roy
al P
urpl
e M
ax-C
ycle
Hon
da H
P 4
Suz
uki 4
-Cyc
le V
-Tw
in
Val
volin
e 4-
Str
oke
Mot
ul 7
100
Est
er
Bel
-Ray
V-T
win
Cas
trol
V-T
win
Har
ley
Dav
idso
n H
D 3
60
Luca
s H
igh
Per
form
ance
Pen
nzoi
l Mot
orcy
cle
Oil
25
ConclusionThe intent of this document is to provide scientific data on the performance of motorcycle oils and information on theirintended applications. The document also attempts to dismiss several rumors or mistruths common to motorcycle oils. Indoing 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 greatervalue than others. Gear and general anti-wear protection, oxidation stability and rust protection are the most important, withzinc content being among the least important. The results were not weighted based on importance. The value of each testis to be determined by the reader.
The data presented serves as predictors of actual service; the better the score, the better the performance. AMSOIL MCFand MCV demonstrated superior performance, particularly in the most important areas, and each ranked first overall in itsrespective category. It should be noted that the performance of a given manufacturer’s oils was not always consistentbetween viscosities.
The results suggest a relationship between the cost of an oil and its level of performance. Generally, higher priced oils tendto 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 thecost of a motorcycle is minimal. The cost difference between the average price for motorcycle oils and the most expensiveoils is less than $15 per oil change. If the performance of an oil can support an extended oil change interval, that cost isreduced. The consumer must consider the performance and benefits offered by an oil and how those benefits affect theirmotorcycle investment to determine the oil’s value.
In conclusion, maximum performance and cost effectiveness are obtained when one looks beyond marketing claims andselects a product based on the data that supports it.
26
27
References1. SAE Viscosity Grades for Engine Oils - SAE J300 Nov 072. JASO T 903:20063. JASO T 904:2006 4. ISO 24254:20075. ASTM Test Methodology Designation: D 892-036. ASTM Test Methodology Designation: D 1748-007. ASTM Test Methodology Designation: D 2270-048. ASTM Test Methodology Designation: D 2896-039. ASTM Test Methodology Designation: D 4172-94 (Reapproved 2004)
10. ASTM Test Methodology Designation: D 4742-02a11. ASTM Test Methodology Designation: D 5182-97 (Reapproved 2002)12. ASTM Test Methodology Designation: D 5481-0413. ASTM Test Methodology Designation: D 5800-00a14. ASTM Test Methodology Designation: D 6278-02
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