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Proud To Be AN AMERICAN
AmericAn Legion LegAcy run Home
This year’s American Legion Legacy Run Home easily surpassed its donation
total and, in doing so, raised The American Legion Riders donation total to the
fund to well over $3 million.
Between what was raised on the National Commander’s Ride – which started
in New York on Aug. 21, traveled through Pennsylvania, Ohio and Michigan and
then ended in Indianapolis Aug. 23 – and donations made in Indianapolis during
The American Legion National Convention – a total of $668,421 was raised to
fund college scholarships for the children of U.S. service members killed on
active duty on or
after Sept. 11, 2001.
The first American Legion Legacy Run took place in 2006;
the six prior Legacy Runs netted more than $2.6 million for
the Legacy Fund. This year’s top donors included the Minnesota
American Legion ($40,550), South Carolina American
Legion ($37,967) and Florida American Legion ($33,046), as
well as the Legion Riders from American Legion Post 593 in
Converse, Texas ($25,051) .
The American Legion Riders “Legacy Run” started in
New York by Niagra falls this year and went to Indy (the
long way) - they had 376 bikes in it this year. Pictures
submitted by Jim Althouse/Rob Thein…thanks guys!
Oils and Lubes 101:
By Wayne Tripp
Power-Tripp Performance, Inc.
The engine oil and lubricant industry is big business worldwide. This topic
tends to become a heated discussion as many motorcycle owners tend to be
rather opinionated on the topic, as well. For motorcycle manufacturers, the
deal they make with a given oil company to use a specific oil can mean more
than a few Dollars saved on each motorcycle produced, and cause many
riders to use a specific oil brand that they might not otherwise be running.
As a result, there is a great deal of marketing-speak, legalese, propaganda,
old-wives-tales, and simply bad or confusing information concerning engine
oils and lubes. In order to cut through to the heart of the matter, this article
will attempt to simplify the topic to the bare bones, and provide information
valuable to the life of your engine.
To begin with, the first number on an oil bottle label is the viscosity (weight
or thickness) at water’s boiling point. The viscosity of the oil at near freezing
temps is the “W-” listed in the oil weight on the label. Most oil base stocks
have a starting viscosity close to 12-17 weight at 212˚ F, and 37 weight at 32˚
F. This means that most oil bases start as roughly a 12w-37 weight oil. Additive
packages are then added to alter viscosity, improve high pressure wear,
clean, prevent foaming, etc. It is the additive package that separates one oil
of the same base stock from the others. Viscosity modifiers are branch-chain
molecules shaped like springs. These wind and unwind like coils at different
temps, altering the viscosity, and widening the viscosity range at different
temps. However, these tend to be fairly fragile, and are easily broken up by
gears - like in the transmission of a bike engine. As a result, bike engines that
use engine oil for the transmission and other gears, tend to be hard on wide
viscosity engine oils, and the shifting becomes “notchy” once the oil breaks
down. In warmer climates, there is less need for wider viscosity ranges than
in cold climates with those who ride year-round.
Gear lubricants are tested and rated differently than engine oils. A 75w-90
gear lubricant actually has a viscosity roughly the same as a 15w-40 engine
oil. In order to meet GL4 or GL5 ratings, gear lubes contain much higher
levels of anti-foaming agents, as well as much higher levels of high pressure
additives, with higher crush protection. With engines using separate transmissions,
primary drives, and final drives, we need to pay particular attention
to using the correct lubricant for the need of the parts.
There are five groups for motor oil base stocks:
Group I and II are standard refined mineral base oils.
Group III is hydrocracked mineral base oil. Mostly meaning that parafins
(waxes) have been removed.
Group IV are Polyalphaolefin (PAO) synthetic base oils. Meaning that the
molecules have been sorted by size for specific properties, and much higher
temp stability.
Group V synthetics are primarily esters and diester base oils produced
from plant oils. Mostly made from banana, coconut, caster bean, etc., oils -
giving them their smell and stickiness, as well as high temp stability.
“Synthetic oil” does not always mean what you may think. A good many
years ago, Castrol started labeling their group III oil as “synthetic”. Mobile
filed a complaint with the advertising division of the Better Business Bureau
on this. The BBB decided that group III oils could be labeled “synthetic” in the
USA. As a result, many companies label Group III oils as “synthetic” in the
USA. However, the rest of the world still only considers group IV and V base
stocks as synthetic, due to the man-made nature of the stocks, temp stability,
etc.
“Synthetic blends” are mineral base stocks (usually group II) with up to 30%
PAO or ester/diester base stock added - including the additive packages.
While this does improve many characteristics of the oil, the improvements
tend to come with a considerably higher price tag. Generally speaking, a
50/50 blend of group II oil with a group IV or V oil will give 75% of the benefits
of a pure group IV or V oil.
Group I, II, and III mineral bases tend to start breaking down at 215º F -
225º F. While Group IV, and V stocks tend to hold up to well over 325º F. With
localized bearing temps able to exceed 450º F, the base stock used makes a
big difference.
Heavier viscosity oils require more work from the engine and oil system
to pump through the engine. They also do not carry away localized heat
as well as lighter viscosity oils. On the dyno, engines held at a constant
engine speed and load tend to show operating temp differences of over 10º
F between a 50wt and 40wt oils. However, some engine clearances and
designs require heavier weight oils - especially at idle engine speeds and
temperatures.
Compared to group I, II and III oils, group IV and V oils regularly show
improvements in output, reduced engine temps, and increased coast down,
on the dyno, as well as higher ratings from Falex and wear scar tests. This is
due to reduced friction, and improved high pressure protection. This allows
you to run an even lighter oil viscosity, for even further gains in output, and
heat carrying ability. However, there are some group IV or V oils that break
down very quickly, and do not provide these benefits for many miles.
Many bikes today come with synthetic or synthetic blend oils right off the
showroom floor. Using a dedicated break-in procedure, we find that using
group IV or V oils takes nearly twice the time compared to group II or III oils
for ring seal to drop into place for targeted blow-by flow, when using a flow
meter connected to the crankcase. Does this mean that you cannot or should
not break-in an engine on synthetic oils? No, just that it may not be the best
decision.
Bike engine oils have reduced molybdenum content (for wet clutches), and
higher zinc, phosphorus, and other high pressure additives (for valve-train
components) than car oils, as well as much more anti-foam additives (for
gears). In 2006, car oils significantly reduced the high pressure additives in
these oils. This was in an effort to get catalytic converters to last 100,000
miles. These oils are not good for the valve-train on motorcycle engines.
Some oils foam considerably more than others due to the action of the
gears and rotating parts in the engine. This can be seen on bikes with oil
level sight glass windows while on the dyno. It is easy for the rotating crankshaft,
rods, etc. to pick up and form “ropes” of foamy oil in the crankcase.
These “ropes” then pick up more and more oil - especially as you twist and
turn the bike, and oil sloshes around in the crankcase. This makes these
parts harder to spin, termed “windage”, which robs output and fuel economy
from the engine.
Oil cavitation adds air to oil. An engine oil will hold up to 9% of its volume
in air. Unlike oil, air is compressible, and reduces the oil’s ability to form a
hydraulic wedge in bearing clearances and between the cams and buckets.
This reduces its ability to protect, and increases windage (robbing output).
Reducing oil cavitation leads to longer lived engines, higher output, and
improved mileage.
While some of this information may be a bit simplified, it should help inform
you of the differences in oils and lubricants. I hope it helps become more
informed, less opinionated, and make better buying decisions.
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