Allprocars's Blog

January 6, 2017

The Truth About Synthetics: Way More Than Just Extra HP!

Johnny Hunkins – Author; Hotrod.com

 

<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/2006-dodge-charger-oil-dyno-test-660×440.jpg” class=”wp-post-image wp-post-image” alt=”2006 Dodge Charger Oil Dyno Test 660×440″ itemprop=”contentUrl” />

Oil is sorted in one of the five API base oil groups. Groups I, II, and III base oils are mineral oils that have been distilled and refined from a barrel of crude. Even after the refining, the hydrocarbon’s molecular structural arrangement and sizing remain inconsistent, and the base oils contain organic compounds most notably, oxygen, sulfur, nitrogen, and certain metals. The varying shapes and sizes of molecules result in irregular lubrication surfaces, and these irregularities generate friction within the base oil, increasing engine power consumption and reducing performance. The remaining compounds in the base oil can lead to oxidation, acid development, and the creation of sludge, especially in high-temperature usages. Mineral oils have a viscosity index (VI) ranging from 80-120 depending upon its base oil group. The VI is an indicator of an oil’s tendency to reduce flow with a rising temperature; higher numbers, associated with smaller changes in viscosity with temperatures, are desirable.

Groups IV and V base oils are synthetic oils developed via a process known as synthesizing. These synthetic oils have uniform-sized hydrocarbon molecules, and the base oils are free from contaminates and impurities resulting in a base oil that is consistent and durable. Synthetics have a VI in excess of 150. Group IV base oils are Poly-Alpha-Olefins (PAOs), and they have a wider temperature range compared to mineral based oils. PAOs work great in extreme cold conditions and high-heat usages. Group V base oils are classified as all other oils (esters), which includes silicone, polyaklylene glycol (PAG), polyol esters, etc. A common use of Group V base oils is to add the esters to another base oil. The addition of the esters improves the properties of the existing PAO base oil.

PAOs formulated with esters tend to be the most popular for automotive applications. PAOs have an extremely high VI, high thermal oxidative stability (resistance to oxidation), low volatility (less oil loss at high temperature), excellent low-temperature viscosities, consistent base oil stock, excellent pour points, and have excellent hydrolytic stability (resist water) when compared to mineral oil. PAOs have some disadvantages, which include a limited ability to dissolve oil additives (solvency), a small chance to shrink seals, and higher consumer costs. To offset the disadvantages, adding diesters to PAOs increases the oil’s solubility. Specific esters, called seal swell agents (SSAs) blended into the oil remove any chances of shrinking seals. SSAs are seal conditioners that clean the seal, and the PAOs lubricate the cleaned seal. Lastly, the higher costs of PAOs is offset by the extended service intervals of synthetic oils.

To improve the VI of an oil, enhancers called VI Improvers are added. The VI Improvers are long-chain molecules that can be fragmented by mechanical shearing, which in time results in a lower oil viscosity. Shearing occurs in high-stress areas such as the oil pump, crankshaft area, camshaft area, piston rings, etc. The oil (hydrodynamic film) can be briefly squeezed from between the two metal surfaces splitting the long-chain molecules into shorter, lower weight molecules. The shorter molecules offer less resistance to flow. Shearing can also contribute to deposits, causing sticking rings, increased consumption of oil, and increased engine wear. Synthetic oils often have the best VI Improvers and use less VI Improvers than mineral oils. Less VI Improvers help the oil maintain the higher-grade number (5W-20) for a longer interval. These VI Improvers maintain an oil film strength 5 to 10 times greater than mineral oils.

As mentioned earlier, one main advantage of synthetics is its robust boundary layer, which allows it to cling heartily to engine components when the engine is off. With vintage and high-performance automobiles, this can often be for lengthy periods of time. This protective boundary layer reduces the metal-to-metal contact during the critical seconds after engine startup. The excellent oiliness (a lower coefficient of friction of one oil compared to another fluid of the same viscosity) of synthetic oils reduces engine wear during the initial, critical engine startup. Mineral oils lack such a robust boundary layer, as the oil drains quickly to the oil pan when the engine is off. Nevertheless, the synthetic oil boundary layer affords an enthusiast the necessary piece of mind when their vehicle is started after an extended dormancy. By some estimates, initial start-up and running in the first seconds accounts for as much as 90 percent of all engine wear.

 

Let’s look at this in detail. The largest contributor to the superior shear load protection of synthetics is the uniformity of the molecules. In traditional mineral oils, the lube stock is refined from crude oil, such that all the molecules in the base stock have similar weights—they were sorted (i.e. “refined”) by virtue of their boiling point. Structurally, however, these molecules can be quite different in shape and in length. The degree to which molecules are chemically similar is more a function of luck, and the geology of where the base stock originated.

By way of explanation, all base mineral oil stocks have a distillation curve that represents the average distribution of molecular weight, with the fat part of the curve—the oil’s rated weight—being at the center of a Gaussian distribution (bell curve). Chemically, the compounds in such a diverse base stock will have different properties and shear strengths. In use, the smaller molecules at the bottom of the distillation curve will have a higher volatility and evaporate quickly, causing the oil stock to thicken over time. Longer chain molecules at the top of the distillation curve are mechanically weak and will break under severe pressure, reducing the effectiveness of the boundary lubrication layer. Since synthetic molecules are practically identical in length, structure, and shape, the Gaussian distribution of their weight is tight, so there is no practical variation in the strength or chemical property of constituent molecules. As such, this optimized oil stock shall protect far better, and for far longer than mineral-based oil stocks.

We contacted AMSOIL for a full array of synthetic oils for the engine, transmission, and rear end to test in our late-model Dodge. Our test vehicle would be a ’06 5.7L Charger that had been using a 5W-20 oil, Mopar ATF+4, and Mopar 75W-140 (all mineral based oils). AMSOIL’s Signature Series 5W-20 motor oil and matching EA synthetic media oil filter provide up to a 25,000-mile, 700-hour, or one-year service interval. The ATF chosen was AMSOIL’s Signature Series Multi-Vehicle Synthetic, and the gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive.

With the AMSOIL products installed, the Charger burned five tanks of fuel to establish an estimate of fuel mileage. Our fuel mileage with the AMSOIL product increased by 0.9 mpg. The Charger was strapped to the Pennsylvania College of Technology’s Mustang dyno, and the performance numbers were up as well. Peak torque was up 2.6 lb-ft and peak horsepower was up 4.4 hp. While we could not test component wear, AMSOIL and independent studies have shown the use of synthetics reduce wear and provide cleaner components leading to greater longevity of bearings, pistons, rings, clutches, bands, gears, etc.

So why not try synthetic oils in your Mopar? The initial cost is offset by extended service intervals and increased longevity of the engine components due to the uniform molecule structure, low-temperature pour points, superior stability of viscosity, better shear properties, and superior boundary layer protection. Protracted service intervals mean less disposal of waste oil, benefitting the environment. Finally, putting synthetics in your Mopar will benefit your wallet with better fuel economy, and you will have a few extra ponies under your right foot as a byproduct.

In spite of the immediate short-term benefit, the biggest advantage is in synthetic’s ability to significantly prolong the life expectancy of critical wear components where metal-on-metal contact is greatest. If you plan on keeping your machine on the road for years well beyond the warranty period, a synthetic like AMSOIL will keep bearings, rings, bores, lifters, cam lobes, valve guides, bands, clutches, and pumps running like new well past normal rebuild intervals, and that means money in your pocket.

Got a vintage Mopar with flat-tappet lifters? The needs of older engines are significantly different than late-model engines with rollerized lifters. To take a look at specific synthetic lubes compatible with flat tappets, click here:

Story link: http://www.hotrod.com/articles/synthetic-oil-for-hot-rods/

Mineral oils (left) are refined crude oil lubricants that have varying molecular shapes and sizes resulting in irregular lubricant surfaces. These irregularities produce friction inside the oil, which increases power requirements and reduces efficiency. Synthetic oils (right) have molecular shapes and sizes that are identical, reducing the internal friction in the oil. The reduced friction benefits the engine on cold startup, increases fuel economy, and can improve engine torque and horsepower output.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/synthetic-oil-molecules-vs-mineral.jpg” alt=”Mineral oils (left) are refined crude oil lubricants that have varying molecular shapes and sizes resulting in irregular lubricant surfaces. These irregularities produce friction inside the oil, which increases power requirements and reduces efficiency. Synthetic oils (right) have molecular shapes and sizes that are identical, reducing the internal friction in the oil. The reduced friction benefits the engine on cold startup, increases fuel economy, and can improve engine torque and horsepower output.” width=”1375″ height=”419″ class=”size-full wp-image-740265″>
Mineral oils (left) are refined crude oil lubricants that have varying molecular shapes and sizes resulting in irregular lubricant surfaces. These irregularities produce friction inside the oil, which increases power requirements and reduces efficiency. Synthetic oils (right) have molecular shapes and sizes that are identical, reducing the internal friction in the oil. The reduced friction benefits the engine on cold startup, increases fuel economy, and can improve engine torque and horsepower output.

critical seconds after engine startup (right).

Synthetic oils have a wider temperature range of operation than do mineral oils. The pour point of a Polyalphaolefin (PAO) oil is outstanding, and this allows the oil to move to engine parts much quicker than mineral oil at low temperatures. Synthetic oils do have some extreme cold and hot concerns, but the limitations are well beyond the temperatures where mineral oils have already failed.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/viscosity-range-synthetic-vs-mineral.jpg” alt=”Synthetic oils have a wider temperature range of operation than do mineral oils. The pour point of a Polyalphaolefin (PAO) oil is outstanding, and this allows the oil to move to engine parts much quicker than mineral oil at low temperatures. Synthetic oils do have some extreme cold and hot concerns, but the limitations are well beyond the temperatures where mineral oils have already failed.” width=”823″ height=”465″ class=”size-full wp-image-740266″>
Synthetic oils have a wider temperature range of operation than do mineral oils. The pour point of a Polyalphaolefin (PAO) oil is outstanding, and this allows the oil to move to engine parts much quicker than mineral oil at low temperatures. Synthetic oils do have some extreme cold and hot concerns, but the limitations are well beyond the temperatures where mineral oils have already failed.
This chart provides information about how mineral oil and synthetic oils compare. In most cases, synthetic oils outperform mineral oils. If the synthetic oils are not the best in a category, they are tied with the mineral oils, but the blending of certain Esters to PAOs extends the time between service intervals of the synthetic oil, thus outperforming all mineral oils.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/oil-properties-graded.jpg” alt=”This chart provides information about how mineral oil and synthetic oils compare. In most cases, synthetic oils outperform mineral oils. If the synthetic oils are not the best in a category, they are tied with the mineral oils, but the blending of certain Esters to PAOs extends the time between service intervals of the synthetic oil, thus outperforming all mineral oils.” width=”2929″ height=”1464″ class=”size-full wp-image-740275″>
This chart provides information about how mineral oil and synthetic oils compare. In most cases, synthetic oils outperform mineral oils. If the synthetic oils are not the best in a category, they are tied with the mineral oils, but the blending of certain Esters to PAOs extends the time between service intervals of the synthetic oil, thus outperforming all mineral oils.

outperforming all mineral oils.

After all the lubricants were replaced with AMSOIL fluids, the 5.7L Charger was strapped to the Pennsylvania College of Technology’s Mustang chassis dyno. The peak rear wheel numbers were up. Torque was up 2.6 lb-ft, and the horsepower was up 4.4 hp. The fuel economy increased by almost one mpg, and best of all, the AMSOIL products will provide greater longevity for the bearings, pistons, gears, clutches, bands, and gears. The AMSOIL products are far superior to mineral oils in nearly every quantifiable category.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/chassis-dyno-results-synthetic-oil-testing.jpg” alt=”After all the lubricants were replaced with AMSOIL fluids, the 5.7L Charger was strapped to the Pennsylvania College of Technology’s Mustang chassis dyno. The peak rear wheel numbers were up. Torque was up 2.6 lb-ft, and the horsepower was up 4.4 hp. The fuel economy increased by almost one mpg, and best of all, the AMSOIL products will provide greater longevity for the bearings, pistons, gears, clutches, bands, and gears. The AMSOIL products are far superior to mineral oils in nearly every quantifiable category.” width=”881″ height=”570″ class=”size-full wp-image-740273″>
After all the lubricants were replaced with AMSOIL fluids, the 5.7L Charger was strapped to the Pennsylvania College of Technology’s Mustang chassis dyno. The peak rear wheel numbers were up. Torque was up 2.6 lb-ft, and the horsepower was up 4.4 hp. The fuel economy increased by almost one mpg, and best of all, the AMSOIL products will provide greater longevity for the bearings, pistons, gears, clutches, bands, and gears. The AMSOIL products are far superior to mineral oils in nearly every quantifiable category.
Seven quarts of AMSOIL’s Signature Series 5W-20 motor oil was poured into the Hemi. The AMSOIL extends the service intervals to 25,000 miles, 700 hours, or one calendar year. A matching AMSOIL EA synthetic media oil filter replaced the factory filter.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/ammsoil-synthetic-crankcase-pour.jpg” alt=”Seven quarts of AMSOIL’s Signature Series 5W-20 motor oil was poured into the Hemi. The AMSOIL extends the service intervals to 25,000 miles, 700 hours, or one calendar year. A matching AMSOIL EA synthetic media oil filter replaced the factory filter.” width=”1360″ height=”2038″ class=”size-full wp-image-740270″>
Seven quarts of AMSOIL’s Signature Series 5W-20 motor oil was poured into the Hemi. The AMSOIL extends the service intervals to 25,000 miles, 700 hours, or one calendar year. A matching AMSOIL EA synthetic media oil filter replaced the factory filter.
Prior to filling the transmission, a new factory filter and pan gasket were installed. Five quarts of AMSOIL’s Signature Series ATF was tipped into the NAG1 transmission. The transmission was warmed up and a small amount of additional fluid was added. To accurately measure the required amount of fluid, a specialty tool and scan tool that provides the transmission temperature information are required.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/amsoil-synthetic-atf-pouring.jpg” alt=”Prior to filling the transmission, a new factory filter and pan gasket were installed. Five quarts of AMSOIL’s Signature Series ATF was tipped into the NAG1 transmission. The transmission was warmed up and a small amount of additional fluid was added. To accurately measure the required amount of fluid, a specialty tool and scan tool that provides the transmission temperature information are required.” width=”2040″ height=”1360″ class=”size-full wp-image-740272″>
Prior to filling the transmission, a new factory filter and pan gasket were installed. Five quarts of AMSOIL’s Signature Series ATF was tipped into the NAG1 transmission. The transmission was warmed up and a small amount of additional fluid was added. To accurately measure the required amount of fluid, a specialty tool and scan tool that provides the transmission temperature information are required.
The gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive. A 14mm hex socket is required to remove the fill plug (always remove the fill plug first) and then the drain plug. The filling of the differential housing required some finagling to get the quart container and fill hose next to the fill hole. If clearance is not available, the use of a pressurized filler container will push the oil into the housing.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/amsoil-gear-lube-pouring.jpg” alt=”The gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive. A 14mm hex socket is required to remove the fill plug (always remove the fill plug first) and then the drain plug. The filling of the differential housing required some finagling to get the quart container and fill hose next to the fill hole. If clearance is not available, the use of a pressurized filler container will push the oil into the housing.” width=”2040″ height=”1360″ class=”size-full wp-image-740271″>
The gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive. A 14mm hex socket is required to remove the fill plug (always remove the fill plug first) and then the drain plug. The filling of the differential housing required some finagling to get the quart container and fill hose next to the fill hole. If clearance is not available, the use of a pressurized filler container will push the oil into the housing.
The 2006 Police Charger has a DiabloSport Diablo tune and Performance Distributors SOS coils with Autolite plugs. The engine has less than 35,000 miles on it, and the transmission has accumulated only 20,000 miles since it was replaced. The 2.82:1 rear gears are the 87,000-mile original gears.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/2006-dodge-charger-chassis-dyno.jpg” alt=”The 2006 Police Charger has a DiabloSport Diablo tune and Performance Distributors SOS coils with Autolite plugs. The engine has less than 35,000 miles on it, and the transmission has accumulated only 20,000 miles since it was replaced. The 2.82:1 rear gears are the 87,000-mile original gears.” width=”2040″ height=”1360″ class=”size-full wp-image-740268″>
The 2006 Police Charger has a DiabloSport Diablo tune and Performance Distributors SOS coils with Autolite plugs. The engine has less than 35,000 miles on it, and the transmission has accumulated only 20,000 miles since it was replaced. The 2.82:1 rear gears are the 87,000-mile original gears.
To properly fill the NAG1 transmission, a Chrysler WiTech scan tool (top left) was connected to the under-dash DLC and attached to a laptop. The WiTech software provides several different data lists of information. With a warmed-up transmission, the transmission fluid temperature must be observed while the transmission selector is in Drive or Reverse. With the temperature noted, Chrysler specialty part number 9336a—a factory dipstick with 10mm increment measurements—must be used to measure the oil level. Based upon the millimeter reading on the dipstick and the temperature of the fluid, the fluid level must be adjusted accordingly. A service manual (or online source) will provide the temperature/fluid level chart for proper filling.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/dell-laptop-witech-tcm-view.jpg” alt=”To properly fill the NAG1 transmission, a Chrysler WiTech scan tool (top left) was connected to the under-dash DLC and attached to a laptop. The WiTech software provides several different data lists of information. With a warmed-up transmission, the transmission fluid temperature must be observed while the transmission selector is in Drive or Reverse. With the temperature noted, Chrysler specialty part number 9336a—a factory dipstick with 10mm increment measurements—must be used to measure the oil level. Based upon the millimeter reading on the dipstick and the temperature of the fluid, the fluid level must be adjusted accordingly. A service manual (or online source) will provide the temperature/fluid level chart for proper filling.” width=”2039″ height=”1360″ class=”size-full wp-image-740261″>
To properly fill the NAG1 transmission, a Chrysler WiTech scan tool (top left) was connected to the under-dash DLC and attached to a laptop. The WiTech software provides several different data lists of information. With a warmed-up transmission, the transmission fluid temperature must be observed while the transmission selector is in Drive or Reverse. With the temperature noted, Chrysler specialty part number 9336a—a factory dipstick with 10mm increment measurements—must be used to measure the oil level. Based upon the millimeter reading on the dipstick and the temperature of the fluid, the fluid level must be adjusted accordingly. A service manual (or online source) will provide the temperature/fluid level chart for proper filling.

I hope you find this article interesting as it tells all about Oils and their classifications and Synthetics vs Petroleum.  There is lots of skepticism about Synthetic Lubricants but they have been around since 1972 for use in America.  For more information about AMSOIL Products go to http://www.amsoil.com or http://www.The1stSyntheticoil.com. Should you desire to purchase products you can call 1-800-777-7094 and tell the operator you have been talking with ZO 9792.

August 24, 2016

AMSOIL MOTORCYCLE OIL IS SIMPLY UNMATCHED IN EVERY CATEGORY!

Motorcycles – Be sure and scroll to the bottom and watch the Dyno Video.

Why AMSOIL? | The introduction of the world’s first synthetic motor oil to meet American Petroleum Institute service requirements in 1972 set all-new standards for motor oil quality. AMSOIL synthetic motor oil outperformed conventional petroleum motor oils on all counts. It was clear from the start that this innovative product would play a major role in engine performance and engine life.

That tradition of innovation and technological advancement carries on with AMSOIL Synthetic Motorcycle Oil. It is engineered to withstand the devastating effects of extreme heat. It features exceptional high-temperature film strength for maximum wear protection and delivers excellent wet-clutch performance and transmission protection. AMSOIL Synthetic Motorcycle Oil helps keep your bike operating at peak efficiency for the long-haul.

Read More About AMSOIL

Cruiser

AMSOIL Synthetic Motorcycle Oil provides premium protection for the unique demands of big cruiser bikes, ensuring cool operation and reliable protection and performance, both on the open road and in stop-and-go traffic.

Sport Bikes

AMSOIL synthetic motorcycle lubricants provide the ultimate performance for sport bikes, decreasing performance-robbing friction for maximum horsepower and wear protection.

Touring

AMSOIL Synthetic Motorcycle Oil keeps your bike running smooth and strong on the open road, providing maximum protection, performance and fuel economy.

Dirt

AMSOIL Synthetic Motorcycle Oil is formulated for exceptional protection and performance in hard-driven dirt bikes, keeping you out of the garage and on the trail.

Official Oil
Synthetic Diesel Motor Oil Frequently Asked QuestionsSynthetic Diesel Motor Oil Versus Conventional Motor Oil
Learn how and where you can buy AMSOIL products

Dyno Tested

Dyno Tested

Protection against extreme heat is of the utmost importance in motorcycle applications. The air-cooled V-twin engines used in Harley-Davidson motorcycles can get extremely hot, particularly when idling or traveling at low speeds. If a motorcycle oil cannot withstand hot operating temperatures, its ability to provide adequate engine protection is compromised. AMSOIL Synthetic Motorcycle Oil is formulated to withstand extreme heat conditions beyond the hottest temperatures motorcycles typically experience, providing peace of mind that motorcycles receive outstanding protection and performance no matter how extreme the operating conditions.

Infrared Camera
As temperatures climbed to more than 500°F in the cylinders, an infrared camera revealed the red-hot conditions that assaulted the engine components and oil.
Heat Test Results

Your bike should never get this hot. If it does, AMSOIL has you covered.

Should you desire to purchase AMSOIL Motorcycle Oil you can go to http://www.amsoil.com or http://www.The1stSyntheticoil.com to read about all products and motorcycle oils.  You can call 1-800-777-7094 and tell the operator you are working with ZO 9792.

 

July 30, 2016

AMSOIL Outboard 100:1 Pre-Mix Synthetic 2-Stroke Oil Color Change

ATP_2Cycle

In our ongoing process to improve product quality, we’ve adjusted the formulation of Outboard 100:1 Pre-Mix Synthetic 2-Stroke Oil, which has resulted in a change in color from green to blue. The oil continues to provide outstanding performance at 100:1 mix ratios in outboard motors. Pricing remains unchanged at $4.45 for an eight oz bottle.. The new formulation will become available over the next 30 days as current inventory is depleted.

For further information about the #1 Two-Stroke Oil on the market go to http://www.amsoil.com or http://www.The1stSynteticoil.com.  I have used the 100:1 mix ratio for over 20 years and have never had a break down or an engine seize in a weed eater, chain saw, pole chain saw, edger or anything else Two-Cycle.  Regardless of that manufacturers tell people, you DO NOT need 32:1 or 50:1 mix ratio.  Eight ounces of AMSOIL’s Saber Oil to Six Gallons of fuel equals a 100:1 ratio. Or 1.3 ounces to one gallon of fuel equals 100:1 ratio.  With AMSOIL’s Saber Oil you will see NO Smoke, NO Plug fouling and NO Carbon Buildup on the piston or exhaust port.

Call 1-800-777-7094 should you desire to purchase this product.  Give the operator ZO 9792 as the person you have corresponded with.

 

 

July 4, 2016

AMSOIL ANNOUNCED NEW MOTORCYCLE OIL KIT

New V-Twin Oil Change Kit Coming Aug. 8

Posted: July 1, 2016 – Announcement

Launching Aug. 8 at Sturgis, the new AMSOIL V-Twin Oil Change Kit combines everything needed to perform an AMSOIL oil change on most 1999-2016 Harley-Davidson motorcycles in one convenient package, including:

  • (4) quarts of AMSOIL 20W-50 Synthetic V-Twin Motorcycle Oil (MCV)
  • (1) chrome AMSOIL Ea® Motorcycle Oil Filter (EaOM134C)
  • (1) O-ring

The kit allows Dealers to offer everything bikers need to perform an oil change in one package, simplifying ordering. Check the Dealer Zone Aug. 8 and the August AMSOIL Magazine for full details.

For more information go to http://www.amsoil.com or http://www.The1stSyntheticoil.com. Should you desire to purchase AMSOIL products you can call 1-800-777-7094 and tell the operator you are working with ZO 9792. You can also purchase AMSOIL Motorcycle oil and other AMSOIL Products from Durbin Auto Store in Prattville, Al. PH: 334-365-5210.

moveUpToAmsoil

 

February 2, 2016

New Dirt Bike Transmission Fluid Expands Market

New AMSOIL Synthetic Dirt Bike Transmission Fluid (DBTF) is designed for riders who prefer a dedicated transmission fluid instead of a multi-purpose motor oil.

Last year, in response to market demand, we introduced AMSOIL Synthetic Dirt Bike Oil (DB40, DB50, DB60). It is fine-tuned for confident clutch feel and outstanding wear protection – benefits riders demand.

While Synthetic Dirt Bike Oil delivers excellent performance, some riders, particularly owners of dirt bikes that use a separate sump for the transmission fluid, prefer a dedicated transmission fluid instead of a multi-purpose motor oil. New AMSOIL Synthetic Dirt Bike Transmission Fluid (DBTF) fulfills this need, helping you reach more customers and grow sales.

Dirt Bike Transmission Fluid

AMSOIL is the #1 Synthetic Lubricant in America today and you can either sell or purchase these products.  Call 1-800-777-7094 and give the operator ZO 9792 should you desire to purchase or go to http://www.SELubricants.myamsoil.com or http://www.The1stSyntheticoil.com or http://www.amsoil.com for more information.

 

 

 

 

December 24, 2015

Outstanding Motorcycle Chain Protection

AMSOIL Chain Lube

In order to ensure optimum performance and life, motorcycle chains require premium lubrication. New AMSOIL Chain Lube (ACLSC) helps riders avoid the hassles of frequent reapplication and the stresses of worrying about chain durability, enabling them to focus on riding and providing the confidence to keep up with their buddies on the trail or street.

AMSOIL Chain Lube is a dedicated aerosol chain lubricant that provides outstanding wear and corrosion protection for all types of chains and sprockets. It penetrates deep into the pins and bushings of chains and leaves a protective coating that will not fling off or attract dirt, dust, sand or grit.

Outstanding protection against wear and corrosion

  • Helps extend chain life
  • Does not attract dirt
  • Does not fling off
  • Easy application
  • Fast-drying
  • Sprays from any position

Applications
AMSOIL Chain Lube is suitable for all types of chains, including O, X and Z roller chains found in street, off-road and racing motorcycles. It is also excellent for bicycle, agricultural and industrial applications.

For more information about AMSOIL Motorcycle Oils and Lubs go to http://www.amsoil.com or http://www.The1stSyntheticoil.com or http://www.SELubricants.myamsoil.com.  Should you desire to purchase AMSOIL Products at cost or become an AMSOIL Dealer call, 1-800.777.7094 and tell the operator you have been working with ZO 9792. To have your own business or purchase products you can also contact me at desmon@charter.net.

 

March 20, 2011

PERFORMANCE AND COST SAVINGS WITH AMSOIL HYDRAULIC OILS

Hydraulic oils are very important to the performance of  heavy equipment, farm tractors and golf course greens mowers.  Petroleum oils cause a lot of pressure build up in hydraulic systems in all these various kinds of equipment because of extreme heat.  Not so using the AMSOIL Hydraulic Oil because just like other AMSOIL lubricants heat is not a factor.  BUT the VERY IMPORTANT factors about AMSOIL’s Synthetic Hydraulic Oils is the fluids ARE BIODEGRADABLE.  

Have you been playing golf and come to a green on the course and see a brown line or streak across the surface of the putting green.  The CAUSE is petroleum hydraulic oil leaks and the nice green lush grass has been burnt.  No so using AMSOIL, so save yourself downtime, maintenance costs and keep your equipment running cool and clean with AMSOIL Hydraulic oils.

For more information on AMSOIL products, www.amsoil.com or go to www.The1stSyntheticoil.com or www.lubedealer.com/southeasternlubricants.  Should you desire to order products you can call 1-800-777-7094 and use ZO 9792.

May 12, 2010

Don’t Be Fooled By Aftermarket Engine Oil Treatments

The use of aftermarket engine oil supplements that contain chlorine can cause corrosive wear to a vehicle’s engine and possible subsequent engine failure.  
 

Aftermarket engine oil supplements are “treatments” advertised to enhance an oil’s properties. Manufacturers claim these treatments reduce friction, noise and wear; maintain higher lubricity and break down sludge and varnish, protecting the engine components. Many products advertise materials like Teflon,  however, most fail to mention that they contain chlorine,which can be highly corrosive when mixed with water. Chlorinated paraf (EP) additives in lubricants, but the practice has been discontinued in most passenger vehicle lubricants due to the corrosive side effects. These chlorinated compounds are used due to their low cost and ability to provide EP properties, but they readily react with water and combustion by-products to form acidic materials that promote corrosion of engine components and bearings.
 

Furthermore, chlorinated paraffins tend to become more reactive as temperatures rise, making them exponentially more dangerous in hotter environments.  “Chlorine-based additives can be film-forming even at ambient temperatures, but as the temperature rises they become aggressive and, with the release of HCl [hydrochloric acid], can cause significant corrosion.” Corrosion on the cam lobe or tappet face can also cause corrosive spalling, outlined in an engine failure case later in this bulletin. Because of the side effects of chlorine breakdown, many military and commercial specifications prohibit the use of chlorinated additives. For example, military specification MIL-PRF-17331J specifies, “[additives], if used, shall not contain chlorine.” Furthermore, “SAE J357 (Physical and Chemical Properties of Engine Oils) lists chlorine as a contaminant.”AMSOIL INC. recently initiated an independent lab study to determine if four engine treatment products contained chlorinated ingredients, and if so, how much each contained.  The products tested were Dura Lube Engine Treatment Booster, Motorkote Hyper Lubricant/Engine Treatment, Motorkote MK Million Mile Formula and Prolong Engine Treatment. Dura Lube 4 and Prolongmake no reference to chlorine content in their product descriptions; Motorkote makes no reference in some of their product descriptions, while others specifically state “contains no chlorine.” However, based on the lab testing, each contains high amounts of chlorine as referenced in the following table.

 

Engine Treatment Product                                              Chlorine, ppm (%)
 

Dura Lube EngineTreatment Booster                             55,000 (5.5)Motorkote Hyper Lubricant /Engine Treatment  272,000 (27.2)Motorkote MK Million Mile Formula                             207,000 (20.7)Prolong Engine Treatment                                                    304,000 (30.4)
 

Each oil additive contained significant quantities of chlorine as tested by ASTM D-808. Typical lubricating fluids contain anywhere from 0 to 150 ppm of chlorine, which is considered a trace amount.A recent AMSOIL Technical Services investigation on a Cummins OTR ISX-485 engine failure revealed a high amount of chlorine in the engine oil. The Cummins parts analysis determined the engine failure was the result of a corrosive attack to the cam follower pins, causing valve and injector camshaft lobe failures (see Figures 1-2).   Five injector lobes and four valve lobes were significantly spalled, meaning the metal flaked off the surface of the lobes. Analysis of the injector pin and valve pin showed corrosive attack in both the wear and non-wear areas of the pins, while severe galling was observed on the cams and cam follower pins. Galling is the transference of material when moving parts are no longer fully separated and protected. Furthermore, surface analysis showed peaks of chlorine in the actual metal surface, which is not normally present on a cam follower pin under normal operating conditions (see Figure 3).The chemical data on the lubricant and surface analysis of the failed engine parts revealed the root cause of the failure was corrosive wear. Acidic components in lubricants directly lead to corrosive wear. In this case, an abnormal amount of chlorine was found in the engine oil. Chlorine, when combined with hydrogen and water in the engine, can create hydrochloric acid. This, in turn, can cause severe TBN depletion, which was the case with this Cummins engine. It was determined that a chlorine-containing additive was used when an oil sample from the engine tested at 11,000 ppm of chlorine. The result was an extreme corrosive environment which was responsible for the upper end engine failure within 195,000 original miles.  

Aftermarket oil additives are not recommended for use with AMSOIL synthetic motor oils. AMSOIL synthetic motor oils are fully formulated to provide superior protection and performance; use of aftermarket additives will detract from their performance and possibly lead to engine failure.Use of aftermarket oil additives not approved by AMSOIL INC. will void the AMSOIL Limited Warranty.
 

 

 

 
 

 
 
 

 

 

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