A Study of

Motorcycle
Oils
Second Edition

AMSOIL Power Sports Group

© June 2009, AMSOIL INC.
 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

2
Editor’s Note: At the time of its original printing in December 2005, the A Study of Motorcycle Oils white paper represented
the most comprehensive study of motorcycle oils ever published. The document served to educate hundreds of thousands of
readers on the complex dynamic of motorcycle oil and motorcycle operation. The paper revealed, through an exhaustive series
of relevant industry tests, that the motorcycle oils available to consumers varied greatly in quality and in their ability to perform
the functions of motorcycle lubrication.
This second edition printing maintains the same scientific approach and includes the same testing protocol. Additional oils
were tested, and some of the original oils tested differently than they had initially, indicating formulation changes. It should
be noted that while some oils tested more poorly than they initially had, others showed improvement. Whether or not this
improvement can be credited to the data revealed in the original publication remains a matter of speculation. In any case,
as motorcycle oils continue to improve, consumers will benefit.
Overview
Motorcycles have long been used as a popular means of general transportation as well as for recreational use. There are
nearly seven million registered motorcycles in the United States, with annual sales in excess of one million units. This trend
is unlikely to change. As with any vehicle equipped with an internal combustion engine, proper lubrication is essential to
insure performance and longevity. It is important to point out that not all internal combustion engines are similarly designed
or exposed to the same types of operation. These variations in design and operation place different demands on engine
oils. Specifically, the demands placed on motorcycle engine oils are more severe than those placed on automotive engine
oils. Therefore, the performance requirements of motorcycle oils are more demanding as well.
Though the degree may be debatable, few will disagree that a difference exists between automotive and motorcycle appli-
cations. In which area these differences are and to what degree they alter lubrication requirements are not clear to most
motorcycle operators. By comparing some basic equipment information, one can better understand the differences that exist.
The following comparison information offers a general synopsis of both automotive and motorcycle applications.
Vehicle Equipment Engine Displacement Lubricant Compression Max. HP@ HP per
Type Cooling Reservoir Ratio RPM C.I.
Honda Automotive Water 183 cu. in. Single, engine only 10:1 240@6,250 1.3
Accord cooled
Ford Automotive Water 281 cu. in. Single, engine only 9.4:1 239@4,750 .85
Explorer SUV cooled
Dodge Ram L/D Truck Water 345 cu. in. Single, engine only 9.6:1 345@5,400 .99
cooled
Chevrolet Automotive Water 366 cu. in. Single, engine only 10.9:1 400@6,000 1.1
Corvette Performance cooled
Honda CBR Motorcycle Water 61 cu. in. Shared - engine & 11.9:1 153@11,000 2.5
1000 RR Performance cooled transmission
BMW R Motorcycle Air & Oil 71.4 cu. in. Separate - engine 11.0:1 110@7,500 1.5
1200 RT Touring cooled & transmission
H/D Road Motorcycle Air cooled 88 cu. in. Separate - engine 8.8:1 58@5,000 .66
King Large Bore & transmission
FLHRSI
Yamaha Motorcycle Water 27.1 cu. in. Shared, engine & 12.3:1 47.2@8,700 1.7
YZ450F 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. This
places additional stress on engine components, increasing the need for wear protection. It also subjects lubricating
oils to higher loading and shear forces. Elevated operating RPMs also promote foaming, which can reduce an oil’s
load-carrying ability and accelerate oxidation.
2. Compression Ratios - Motorcycles tend to operate with higher engine compression ratios than automobiles.
Higher compression ratios place additional stress on engine components and increase engine operating tempera-
tures. Higher demands are placed on the oil to reduce wear. Elevated operating temperatures also promote thermal
degradation of the oil, reducing its life expectancy and increasing the formation of internal engine deposits.
3. Horsepower/ Displacement Density - Motorcycle engines produce nearly twice the horsepower per cubic inch
of displacement of automobile engines. This exposes the lubricating oil to higher temperatures and stress.
3
 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 also
exist. 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 the
engine. Other automotive assemblies, such as transmissions, have separate fluid reservoirs that contain a lubricant
designed specifically for that component. The requirements of that fluid differ significantly from those of automotive
engine oil. Many motorcycles have a common sump supplying oil to both the engine and transmission. In such cases,
the oil is required to meet the needs of both the engine and the transmission gears. Many motorcycles also 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 a
daily basis, motorcycle use is usually periodic and in many cases seasonal. These extended periods of inactivity place
additional stress on motorcycle oils. In these circumstances, rust and acid corrosion protection are of critical concern.

It is apparent that motorcycle applications place a different set of requirements on lubricating oils. Motorcycle oils, there-
fore, must be formulated to address this unique set of high stress conditions.

Purpose
The purpose of this paper is to provide information regarding motorcycle applications, their lubrication needs and typical
lubricants available to the end user. It is intended to assist the end user in making an educated decision as to the lubricant
most suitable for his or her motorcycle application.

Method
The testing used to evaluate the lubricants was done in accordance with American Society for Testing and Materials (ASTM)
procedures. Testing was finalized in May 2009. Test methodology has been indicated for all data points, allowing for dupli-
cation and verification by any analytical laboratory capable of conducting the ASTM tests. A notarized affidavit certifying
compliance with ASTM methodology and the accuracy of the test results is included in the appendix of this document. Five
different laboratories were used in the generation of data listed within this document. In all cases blind samples were sub-
mitted to reduce the potential of bias.

Scope
This document reviews the physical properties and performance of a number of generally available motorcycle oils. Those
areas of review are:
1. An oil’s ability to meet the required viscosity grade of an application.
2. An oil’s ability to maintain a constant viscosity when exposed to changes in temperature.
3. An oil’s ability to retain its viscosity during use.
4. An oil’s ability to resist shearing forces and maintain its viscosity at elevated temperatures.
5. An oil’s zinc content.
6. An oil’s ability to minimize general wear.
7. An oil’s ability to minimize gear wear.
8. An oil’s ability to minimize deterioration when exposed to elevated temperatures.
9. An oil’s ability to resist volatilization when exposed to elevated temperatures.
10. An oil’s ability to maintain engine cleanliness and control acid corrosion.
11. An oil’s ability to resist foaming.
12. An oil’s ability to control rust corrosion.

Individual results have been listed for each category. The results were then combined to provide an overall picture of the
ability of each oil to address the many demands required of motorcycle oils.

4
Review Candidates
Two groups of candidate oils were tested, SAE 40 grade oils and SAE 50 grade oils. The oils tested are recommended
specifically for motorcycle applications by their manufacturers.

SAE 40 Group
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

SAE 50 Group
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

5
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 its
viscosity (thickness). Lubricating oils are by nature non-compressible and when placed between two moving components
will keep the components from contacting each other. With no direct contact between surfaces, wear is eliminated. Though
non-compressible, there is a point at which the oil film separating the two components is insufficient and contact occurs.
The point at which this occurs is a function of an oil’s viscosity. Generally speaking, the more viscous or thicker an oil, the
greater the load it will carry. Common sense would suggest use of the most viscous (thickest) oil. However, high viscosity
also presents disadvantages. Thicker oils are more difficult to circulate, especially when an engine is cold, and wear pro-
tection may be sacrificed, particularly at start-up. Thicker oils also require more energy to circulate, which negatively affects
engine performance and fuel economy. Furthermore, the higher internal resistance of thicker oils tends to increase the oper-
ating temperature of the engine. There is no advantage to using an oil that has a greater viscosity than that recommended
by the equipment manufacturer. An oil too light, however, may not possess sufficient load carrying ability to meet the
requirements of the equipment.

From a consumer standpoint, fluid viscometrics can be confusing. To ease selection, the Society of Automotive Engineers
(SAE) has developed a grading system based on an oil’s viscosity at specific temperatures. Grading numbers have been
assigned to ranges of viscosity. The equipment manufacturer determines the most appropriate viscosity for an application
and indicates for the consumer which SAE grade is most suitable for a particular piece of equipment. Note that the SAE
grading system allows for the review of an oil’s viscosity at both low and high temperatures. As motorcycle applications
rarely contend with low temperature operation, that area of viscosity is not relevant to this discussion.

The following chart identifies the viscosities of the oils before use. The purpose of testing initial viscosity is to ensure that
the SAE grade indicated by the oil manufacturer is representative of the actual SAE grade of the oil, and that it is therefore
appropriate for applications requiring such a fluid. The results were obtained using American Society for Testing and
Materials (ASTM) test methodology D-445. The fluid test temperature was 100° C and results are reported in centistokes.
Using SAE J300 standards, the SAE viscosity grades and grade ranges for each oil were determined and are listed below.

SAE 40 Group
Brand Indicated Measured Viscosity SAE Viscosity
Viscosity Grade @ 100° C cSt Range for Within Grade
40 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

6
SAE 50 Group
Brand Indicated Measured Viscosity SAE Viscosity
Viscosity 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

The results show that all of the oils tested except Maxima Maxum 4 Ultra 20W-50 have initial viscosities consistent with
their indicated SAE viscosity grades. Those oils consistent with their indicated SAE viscosity grades are appropriate for use
in applications recommending these grades/viscosities.

7
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 with
lower numbers. This is important if equipment is used year round in colder climates.

Results - Viscosity Index, SAE 40 Group

190

180
180

175

173

170
172

171

167

163
160

161

157

157

156

154
150

152

149
140

130

120

117
110

100
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Results - Viscosity Index, SAE 50 Group

190

180
182

181

170

160
160

160
159

158

156

150
152

148

145

140
141

138

130
131

130

130
124

124

120

110

100
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8
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 to
thin out, reducing its load carrying ability. Engines operating at high RPMs and those that share a common oil sump with
the transmission are particularly subject to high shear rates. Gear sets found in the transmissions are the leading cause of
shear-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. The
oil is then subjected to shearing forces using a test apparatus outlined in the methodology. Viscosity measurements are
taken at the end of 15, 30 and 90 cycles and compared to the oil’s initial viscosity. The oils that perform well are those that
show little or no viscosity change. Oils demonstrating a significant loss in viscosity would be subject to concern. The flatter
the line on the charts below, the greater the shear stability of the oil. Each SAE grade was split into two or more groups to
make the charts easier to reference.

Results - Viscosity Shear Stability SAE 40 Group 1

15
3
2
1
1 1 1 AMSOIL MCF
SAE 40
Viscosity - cSt @ 100° C

14 4
6
3
2
4 2 2 Polaris Victory
3
4
8
3 Spectro Platinum SX4
7
6 4
Mobil Racing 4T
5
13 5 5
6 5 Motul 300 V

OUT OF INDICATED VISCOSITY GRADE

12
6 Honda HP 4
7
SAE 30

7
7 Royal Purple Max-Cycle
11
8
8

10 8 Lucas High Performance

9
0 Cycles 15 Cycles 30 Cycles 90 Cycles
SAE 40 Oils Tested in Group #1
1 AMSOIL MCF 2 Polaris Victory 3 Spectro Platinum SX4

4 Mobil Racing 4T 5 Motul 300 V 6 Honda HP 4

7 Royal Purple Max-Cycle 8 Lucas High Performance

Results - Viscosity Shear Stability SAE 40 Group 2

16
7

61
15
Viscosity - cSt @ 100° C

SAE 40

4 1
1
2
14 2 1 Pennzoil Motorcycle
2

4
4 2 Bel-Ray EXS
13 3
5
3 3
4 Castrol RS R4
3
5 Suzuki Syn Racing
OUT OF INDICATED VISCOSITY GRADE
5 5
Maxima 4 Ultra
12 6
7
6
SAE 30

7 6 Valvoline 4-Stroke
7 Torco T-4SR
11

10

9
0 Cycles 15 Cycles 30 Cycles 90 Cycles
SAE 40 Oils Tested in Group #2
1 Pennzoil Motorcycle 2 Bel-Ray EXS 3 Castrol RS R4

4 Castrol RS R4 5 Maxima 4 Ultra

6 Valvoline 4-Stroke 7 Torco T-4SR

9
 Results - Viscosity Shear Stability SAE 50 Group 1

21.5
2
1 1 1 AMSOIL MCV
20.5 1

Viscosity - cSt @ 100° C

3
2
19.5

SAE 50
2

18.5
6
4 2 Pennzoil Motorcycle

17.5

16.5 3
4 3
4
OUT OF INDICATED VISCOSITY GRADE
5
4
3
BMW Motor Oil
Royal Purple Max Cycle
15.5

SAE 40
6
5
5 Maxima 4 Ultra
6
5
6
Lucas High Performance
14.5

13.5
0 Cycles 15 Cycles 30 Cycles 90 Cycles
SAE 50 Oils Tested in Group #1
1 AMSOIL MCV 2 Pennzoil Motorcycle

3 Royal Purple Max Cycle 4 BMW Motor Oil

5 Maxima 4 Ultra 6 Lucas High Performance

Results - Viscosity Shear Stability SAE 50 Group 2

21.5
2
1 1 1 1 Mobil V-Twin

20.5 2
Viscosity - cSt @ 100° C

2 2 Torco V Series SS
3

19.5
SAE 50

18.5 5
3
3
17.5 3 Suzuki 4-Cycle V-Twin
4

16.5 4
4
OUT OF INDICATED VISCOSITY GRADE
5
15.5
SAE 40

4 Bel-Ray V-Twin
5
5
Valvoline 4-Stroke

14.5

13.5
0 Cycles 15 Cycles 30 Cycles 90 Cycles
SAE 50 Oils Tested in Group #2
1 Mobil V-Twin 2 Torco V Series SS

3 Suzuki 4-Cycle V-Twin 4 Bel-Ray V-Twin

5 Valvoline 4-Stroke

Results - Viscosity Shear Stability SAE 50 Group 3

21.5

20.5 4
3
Viscosity - cSt @ 100° C

19.5
SAE 50

18.5 6
3
1
2 1
3
2 1 Spectro Platinum HD
5 2
17.5 2 Motul 7100 Ester
3
Harley-Davidson Syn-3
6
4
5
16.5 4
6
5

OUT OF INDICATED VISCOSITY GRADE 4 Harley-Davidson HD 360

15.5
SAE 40

5 Honda HP-4
6 Castrol V-Twin

14.5

13.5
0 Cycles 15 Cycles 30 Cycles 90 Cycles
SAE 50 Oils Tested in Group #3
1 Spectro Platinum HD 2 Motul 7100 Ester

3 Harley-Davidson Syn-3 4 Harley-Davidson HD 360

5 Honda HP-4 6 Castrol V-Twin

10
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 SAE
40. 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 12
cSt 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 cSt
at 30 cycles. Maxima 4 Ultra and Lucas High Performance, however, fell below the 15 cSt limit prior to 90 cycles. In the
SAE 40 group, Royal Purple Max-Cycle, Lucas High Performance, Torco T-4SR and Valvoline 4-Stroke fell below the 12
cSt 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 oils
subjected 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 SAE
40 group, for example, the Lucas High Performance had the second-highest viscosity index, yet performed the worst when it
came 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 combination
affect the oil is measured using ASTM test methodology D-5481. The test measures an oil’s viscosity at high temperature under
shearing forces. Shear stable oils that are able to maintain high viscosity at high temperatures perform well in the High
Temperature/High Shear Test. The test is revealing as it combines viscosity, shear stability and viscosity index. It is important
because 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.

Results - HT/HS, SAE 40 Group

4.8

4.6
4.52

4.4
4.29

4.2
4.23

4.20

4.18

4.17

4.14

4.14

4.10

4.0
4.04

4.00

4.00
cP

3.91

3.8

3.6
3.53

3.53

3.4

3.2

3.0
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e

To
ar
M

ol
M

H
S
in

la

Pe
ax
il

ot
yn

e
A

tr
l

ob
l

pl
Po

vo

M
E
M
S

as
h
o

ur
M

ig

ay
al

il
le
tr

C
P

zo
H
im
V

yc

-R
al
pe

nn
s
ax

el
C

ca

oy
S

4-

Pe
B
M

R
Lu
uki
uz
S

Results - HT/HS, SAE 50 Group

6.5
6.12

6.08

6.0
6.02

5.5
5.54

5.43

5.42
cP

5.34

5.34

5.26

5.10

5.0
4.98

4.88

4.88

4.86

4.86

4.78

4.5
4.36

4.0
S

in

le

in

ce

il

in

-4

in
er
ut

ok
36

cl
r
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yc
w

yn

w
lt

st
an
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cy
D

H
s

or

U
-T

-T

-T

-T
tr

E
C
S

D
ie

m
IL

vy

da
or
ot
V

V
x-

4
H

00
n
er

4-
or
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so

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M
l1

le

ol

ay
a

on
n
-S

71
M
S

im
rf

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so
yc

tr
M
id

-R
H
i

M
V

H
lin
Pe
ob

as
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ul
av

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A

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el
m
co

pl

vo
M

zo
av

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B
D

nu
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P

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y-

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la
al

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s
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ar

ca
oy

ar
S
H

ro
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Lu
H
ct
pe
S

11
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 to
metal 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). A
simple way of reviewing ZDP levels within an oil is to measure the zinc content. It should be noted that ZDP defines a group
of 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 coupled
plasma (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.

Results - Zinc Levels, SAE 40 Group

2500
2300
2,209

2100
Parts Per Million

1900
1,793

1700
1,570

1500
1,417

1300
1,278

1,274

1,160

1100
1,108

1,106

1,093

1,021

1,016

1,016

1,012

1,001
900
700
500
ke
ra

4T

ry

4T

le

ce

il

il
ok
C

O
S
yc

P
bi

0
to
lt

an
M

4
g

H
30

e
U

tr
er

T-
ic

-C
in

in

cl
m
IL

da
4

up
V

ax
ac

ul

cy
o
S

nu

ac
4-
r
O
um

rc
fo
R

on
is

ot
S
S

M
R

or
ti

R
e
r

To
ar

ol

H
S

in

la
Pe
ax

il

ot
yn
e
A

X
tr
l
ob

P
pl
Po

vo

lM
E
M

S
as

ro
ur
M

ig

ay

al

le
a

oi
P

ct
H
im

yc
-R

nz
al

pe
s
ax

el

-C

n
ca
oy

Pe
B

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M

Lu

uk
uz
S

Results - Zinc Levels, SAE 50 Group

2400
2200
2,163

2000
Parts Per Million

1800
1,710

1600
1,542

1400
1,434

1,312

1,307

1200
1,209

1,170

1,159

1,132
1,127

1,105

1,056

1000
1,045

1,020

1,016

996

800
600
400
a

in

le

in

il

e
y

ce

in

-4

S
er
ut

ok
i

36

cl
r

S
C

yc
w

yn

P
lt

st
an
M

cy
D

s
or
U

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-T

-T

-T
tr

E
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ie
m
vy

IL

da
or
V

ot

V
4

00
n
ax

er
4-
or
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so

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ea
1

ol

le
a

on
n

-S
71
a
M
S
im

rf

so

yc
il

M
id

W
-R
H

V
t

H
lin
Pe
ob

as
ax

id

ul
av

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M
A

il
el
m

pl

o
vo
M

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av
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rc
h
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To
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uk
P
ti

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le

y-

Pe
la

al

uz
s

le
ar
P

ca
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ar

S
H
ro

Lu

H
ct
pe
S

12
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 restrained
from moving. All four balls are immersed in the test oil, which is heated and maintained at a constant temperature. The upper
ball 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 appear
as a single scar on each of the lower balls. The diameter of the scar is measured on each of the lower balls and the results
are reported as the average of the three scars, expressed in millimeters. The lower the average scar diameter, the better the
anti-wear properties of the oil. In this case, the load, speed and temperature used for the test were 40 kg, 1800 RPMs and
150° C respectively.

Results - 4-Ball Wear Test, SAE 40 Group

1.2
1.1

Wear Scar Diameter (mm)

1.077
1.0
0.9
0.8

0.804
0.731
0.7

0.721
0.701

0.709
0.670
0.661
0.649
0.637
0.6

0.628
0.604
0.558
0.5
0.4
0.410
0.353

0.3
0.2
ke
F
R

ra

4T

ce

il

il

ry

4T

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ok
C

X
4S

yc
P
bi

to
lt

an
M

S
g

4
30

e
U

tr
er
T-

ic

-C
in

R
in

cl

m
m
IL

da
4
up

ax
ac
ul

cy
o

ac

nu

S
4-

r
O

um
rc

fo

on

R
is
ot
S
S

M
R

or
R

ti
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r
To

ar
M

ol
M

H
S

in

la
Pe
ax

il

ot
yn

e
A

tr
l
ob

pl
Po
vo

lM
E

as
h

ro

ur
M

ig
ay

al

le
a

C
oi

ct

P
H
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yc
-R

nz

al
pe
s
ax
el

-C

n
ca

oy
S
Pe
B

i4
M

R
Lu

uk
uz
S

Results - 4-Ball Wear Test, SAE 50 Group

1.2
1.1

1.107
Wear Scar Diameter (mm)

1.0
0.9
0.8
0.786

0.7
0.724
0.719
0.693
0.687
0.662
0.652
0.642

0.648

0.6
0.605

0.607
0.546

0.5
0.455

0.4
0.395
0.373
0.363

0.3
0.2
S

in

ce

il

le
y

-4

in

in

er
ut
ok
cl

36

O
r
S

yc
w

yn

w
lt

st
an
M

cy

H
s

or
U
-T

-T

-T

-T
tr

-C
S

D
ie

m
IL

vy
S

da
or

lV

ot
V

V
4

H
0
n

ax
er

4-

or
O

10
so

ot

ea
ay

M
1

le
a

on

n
ro
-S

M
S

im

rf
ne

so
yc
il

7
id

W
-R

H
M
V

st
H
Pe
ob

e
ax

id
ul
i
av

-C

M
A

el

a
l
co

pl
oi

vo
M

av
C

ot

B
h
M

i4
B
D

nu

ur
nz
r

ig
al
y-

M
To

D
uk

P
ti
n

H
V
le

y-
Pe

la

al
uz
s

le
ar

P
a

oy
ar
S
H

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Lu

H
ct
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S

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-Ball
Wear Test. Royal Purple oils featured zinc levels similar to those of the AMSOIL oils. However, the wear scars were 2.6 to
2.8 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.

13
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 a
great deal from a lubricant. Motorcycle applications present a unique situation because many motorcycle engines share a
common lubrication sump with the transmission. The same oil lubricates both assemblies, yet engines place different
demands on the oil than do transmissions. What may work well for one may not work well for the other. In an attempt to
meet 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 spur
gears are partially immersed in the oil to be tested. The oil is maintained at a constant 90° C and a predetermined load is
placed 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 less
than 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 the
stage passed by each oil. Wear is reported for the stage at which the oil failed.

Results, Gear Wear Test, SAE 40 Group

Pass Example: Failure Example:
AMSOIL MCF Wear Pattern Pennzoil
Passed Stage 13, Passed Stage 10,
Total Wear 0 mm Failed Stage 11,
Total Wear in
Stage 11, 320 mm

Original Machining marks

Results - Gear Wear Test, SAE 40 Group

Maximum Test Stage = 13 Wear results shown in mm at last test stage passed.
13
Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0mm Wear

Passed all 13 Stages - 0.5mm Wear

Passed all 13 Stages - 2mm Wear

Test Stages Passed

12
Failed - 320mm

11
Failed - 32mm

Failed - 320mm

10

9
F

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4T

le

il

ce

4T

il
ok

ik
C

O
or

S
yc

0
lt

an
M

-4
rb
4

30
t

ng

e
U

r
ic

-C
R

in
t

T
m

cl
m
IL

e
S

da
4

i
V

ax

ac
up

ul

cy
o
S

nu

ac
4-

or
O

um

rc
R

on
is

ot
S

or
S

rf
ti

R
e

To
ar
M

ol

M
la

lin

Pe
ax

il

ot
yn
e
A

tr
l

ob
X
P

pl
Po

vo

M
M

S
as

h
ro

ur

M
ig
al

il
le
a

ay
C

ct

zo
H
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yc
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al
pe

nn
s
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ca
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uk
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S

14
 Results, Gear Wear Test, SAE 50 Group

Pass Example: Failure Example:

AMSOIL MCV Wear Pattern Lucas High Performance
Passed Stage 13, Passed Stage 11,
Total Wear 0 mm Failed Stage 12,
Total Wear in
Stage 12, 160 mm

Original Machining marks

Results - Gear Wear Test, SAE 50 Group

Maximum Test Stage = 13 - Wear results shown in mm at last test stage passed.
13
Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0 mm

Passed all 13 Stages - 0.2 mm

Passed all 13 Stages - 0.2 mm

Passed all 13 Stages - 0.2 mm

Passed all 13 Stages - 0.7 mm

Passed all 13 Stages - 10.5 mm

Passed all 13 Stages - 14 mm

Test Stages Passed

12

Failed - 27.9 mm
11

Failed - 67.2 mm
Failed - 160 mm
10

9
V

il

in

-4

in

ra

in

in
y

il

ce
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ut

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36

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st

an
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H
-D

es
e

e
U
-T

-T

-T

-T
tr

E
-C

S
D
l

cl

m
yc
IL

vy

da
V

i
4
H

00
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ax

er

cy
4-

or
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so
ea
c

le

ol

ay
a
on
n

-S

71
M
S

or

or
im

rf
e

so

yc

il

tr

id
-R
H
M

V
H
lin

Pe
ob
ot

ot
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as
ax
id

ul
av
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A

el
m
pl

o
vo
M

M
M
av

ot
rc

h
i4

B
nu

D
ur

ig
al
W

il
y-

M
To
D

uk
P

ti

zo

H
V
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la
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nn

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B

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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 Wear
Tests measure wear protection differently and address different lubrication concerns within a motorcycle, it is important for
oils 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.

15
Oxidation Stability (TFOUT ASTM D-4742)
Heat can destroy lubricants. High temperatures accelerate oxidation, which shortens the oil life and promotes carbon
deposits. 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, lead
and 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 measured
in minutes. The maximum duration of the test is 500 minutes.

Results - Oxidation Stability, SAE 40 Group

500
500

500

500

500

500
455
410

402
Minutes to Break

365

366
320

311

296
275

248
230

215

198
185

196

180
140
95

74
50
ke
F

ra

4T

le

4T

il

ry

il

ce
ok
C

O
4S
yc

P
bi

to
lt

an
M

S
g

H
30

e
U

tr
er

T-

ic
-C
in

R
m

in

cl

m
IL

da
4

up

V
ax
ac

ul

cy
o

nu

ac
4-

r
O

um

rc

fo
R

on

is
ot
S
S

M
R

or
ti

R
e

r
To

ar
M

ol
M

H
S

la

in

Pe
ax

il

ot
yn
e
A

tr

l
ob

l
pl

Po
vo

M
E
M

S
as

h
ro
ur
M

ig
ay

al

l
le
a

oi
P

ct

H
im

yc
-R

nz
al

pe

s
ax

el

-C

ca
oy

Pe
B

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M

Lu
uk
uz
S

Results - Oxidation Stability, SAE 50 Group

500
500

500
500

500

500

450
400
380
Minutes to Break

350
343

339

300
282

250
250

231

200
194

184

164

150
147

142

100
50
50

0
V

in

ra

le

in

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y

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in

le

ce
e r
ut

ok
O

36
S
C

yc

yc
w

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lt

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an
M

H
s

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U
-T

-T

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tr
E

rc
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D
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m
IL

vy

S
da
V

ot

V
4

H
00

on
ax

to
er

4-

or
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ea

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1

ay

ol

le
a

on

n
o
S

71

s
M
S

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rf
e

so
yc
il

tr

M
-

id
W
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H
M

lin

Pe
ob

as
ax

id
ul

av
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A

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el

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pl

vo
M

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av
C
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B
rc

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M

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B

nu

D
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nn

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D
uk
P

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H
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S

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.

16
Volatility (Evaporation) (ASTM D-5800)
When oil is heated, lighter fractions in the oil volatilize (evaporate). This leads to increased oil consumption, emissions and
viscosity 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 is
heated 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.

Results - Volatility, SAE 40 Group

20%

18.68%
18%

18.44%
16%

15.18%
Percent Loss

14%

13.50%
12%

12.07%
11.77%
11.76%
10%

9.91%
9.59%
9.57%
8%
8.28%

6%
6.44%
5.89%
5.51%

4%
4.47%

2%
0%
ke
4

4T

ry

4T

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il

il

ce

le
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ok
X

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4S

yc
P

bi
0
to

lt

an
S

M
g

H
30

e
U

tr
er
T-
ic

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in

R
m

in

cl

m
IL

S
da
4

up
V

ax
ac

ul

cy
o
nu

ac

4-

r
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um

rc

fo
R

on
is

ot

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S

M
R

or
ti

r
To
ar

ol
M

S
la

in

Pe
ax
il

ot
yn

e
A

X
tr
l
ob
P

pl
Po

vo

M
E
M

S
as

h
ro

ur
M

ig
ay

al

l
le
a
C

oi
ct

P
H
im

V
yc
-R

nz

al
pe

s
ax

el

-C

ca

oy
S

Pe
B

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M

R
Lu
uk
uz
S

Results - Volatility, SAE 50 Group

14%

12%
11.91%
11.74%
11.43%
10.72%

10%
Percent Loss

9.77%
9.32%
8.50%

8%
8.33%
8.07%
7.83%
6.56%
6.38%

6%
6.31%
4.57%
4.51%
4.49%

4%
3.89%

2%

0%
V

in

-4

il
y

in

in

e
r
te

ut

ok
O

36

cl

cl
r
S
C

yn

w
lt

an
M

cy
H

or

U
-T

-T

-T

-T
tr
E

-C
S
D
ie

rm
IL

vy

S
da

or
V

ot

V
4
H
00

ax
er

4-
O

so

ot
ea
ol

le

ay
a

fo
on

n
-S
71

M
S

m
e
so

yc
il
tr

M
er
id
W

-R
H
M

V
H

lin
ob

e
as

ax
id
ul

av

P
-C
M
A

il
el
m

pl
vo
M

zo
av
C

ot

B
rc

h
M

i4

B
nu

ur

ig
al

nn
y-
M

To

uk

P
ti

H
V
y-

le

Pe
la

al
uz

s
le

ar
P

ca
oy
ar

S
H
ro

Lu
H
ct
pe
S

The results show a significant difference between those oils with low volatility and those with higher volatility. Low volatility
is of particular benefit in hot running, air-cooled engines.

17
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 the
use of detergent additives, as they are alkaline in nature. Alkalinity is measured using ASTM D-2896. Reported as a Total
Base Number (TBN), the test determines the amount of acid required to neutralize the oil’s alkaline properties. The higher
the 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.

Results - TBN & Cleanliness, SAE 40 Group

12 11.44

11.18
11 11.10

10.37

10.25
10

10.01

9.32
9

8.99

8.83

8.68

8.63

8.53

8.24

8.15
8

7.75
7

ke
ce

le

ra

4T

4T

e
R

ry

il

il
ok
C

O
4S
yc

bi
0
to
lt
an

S
4

30

e
U

tr

er
T-

ic
-C

in

in

cl
m

IL

da
4

up
V
ax

ac

ul

cy
o
S

nu

ac
4-
r

um

rc
fo

on

is

ot

S
S
M

or
ti

R
e
r

To

ar
M

ol

S
in

la
Pe

ax

il

ot
yn
e

X
tr

l
ob

P
pl

Po
vo

E
M

S
as
h

ro
ur

M
ig

ay
al

l
le
a

oi
P

ct
H

im

yc

-R
nz
al

pe
s

ax

el
-C

n
ca

oy

Pe

B
i4
M
R
Lu

uk
uz
S

Results - TBN & Cleanliness, SAE 50 Group

12
11.23

11
11.15

11.10

11.05

10.42

10
9.26

9
9.02

8.90

8.87

8.69

8.48

8.36

8.26
8.17

8
8.09

7.77

7.27

6
le

il

in

ra

in

in

ce

in
y

-4

0
er
ut

ok
O

cl

36
S
C
yc

yn

w
lt

st
an
M

cy
D

H
s
or

U
-T

-T

-T

-T
tr
E
-C

D
ie

m
IL

vy

S
da
or
ot

V
4

H
00
on
ax

er

4-
or
O

ot
ea
M

le

ol

ay
a

on

n
-S

71
ds
M

im

rf

e
so
yc
il

tr

M
W

-R
H
M

lin
Pe
ob
i
e

as
ax

id
ul
av

-C
M
A

il

el
m
pl

co

vo
M

zo

av
C

ot
B

h
M

i4

B
D

nu
ur

ig

al
nn
y-

M
To

D
uk
P

ti

V
le

y-
Pe
la
al

uz

le
ar

ca
oy

ar
S
H

ro
R

Lu

H
ct
pe
S

18
Foaming Tendency (ASTM D-892) Only AMSOIL had oils in both the SAE 40 and SAE 50 groups that
During engine and transmission operation, air exhibited zero mL foam after the five-minute bubbling process.
is introduced into the lubricating oil, which may
produce foam. In severe cases, foam can Pass Example:
increase wear, operating temperatures and AMSOIL MCV
oxidation. Oil is non-compressible, but when (0-0-0)
air passes through loaded areas, the bubbles
can collapse and allow the metal surfaces to
contact each other. In addition, the oil has a
larger surface area exposed to oxygen when Fail Example:
air is trapped in the oil, which promotes Lucas High
increased oxidation. Performance
Higher operating speeds and gear systems in (500-555-510)
motorcycles increase the need for good foam
control. While oil cannot prevent the introduc-
tion of air, it can control foaming through the
use of anti-foam additives.
To determine foaming characteristics, ASTM Results - Foaming Tendency, SAE 40 Group
test methodology D-892 is used. The testing is - Sequence I - Sequence II - Sequence III
divided into three individual sequences. In each

200-190
-190
sequence, air is bubbled through the oil for five 300

200-10
-10
minutes and the foam generated is measured in

265-200
10-200
Foam Volume (mL)

millimeters immediately following the test. At the 250

265-
10-
end of the sequence, the oil is allowed to settle
for 10 minutes and the remaining foam is meas- 200
ured again. Both results are reported. The tem-
perature is altered for each sequence. 150
Sequence I is conducted at 24° C, Sequence II

60-0
-0

30-20
-20
50-0
-0
50-0
-0
at 93.5° C and Sequence III after allowing the 100

5-60
5-50
0-50
30-0
-0
30-0
-0
oil to cool back to 24° C.

20-30
20-0
-0

20-0
-0
20-0
-0

20-0
-0

20-0
-0

0-30
0-30
0-20

0-20
0-20

0-20

0-20

20
50
0-0-0
-0

The results show the levels of foam present for

0-0-0
-0

each sequence immediately following the five-

0
minute bubbling process. In the SAE 40 group,

ke
le
F

ry

4T

4T

il

il

e
ok
C

nc
tr
4S

yc
P

bi
0
to
M

l
g

30
g

e
U
tr

er
-C
T-
ic

in

in

cl
Pennzoil Motorcycle Oil, Lucas High

m
IL

da

up
V

ax
ac

ul

cy
co
S

ac

nu
4-

or
O

um
R

on
is

ot

S
M
S

or

rf
R

ti

r
e

To
ar
M

ol

S
in

la

Pe
ax
il

ot

e
yn
A

X
Performance, Royal Purple Max-Cycle and Bel-
tr
l

ob

pl
l

P
Po

vo

E
M
S
as

ur
ro
M

ig

ay
al

il
le

a
C

P
ct

zo

H
im
V

yc

-R
al
pe

Ray EXS Superbike failed to meet the foaming

nn

s
ax

el
-C

oy
ca
S

Pe

B
i4

R
Lu
uk

requirements of JASO T903:2006 and ISO

uz
S

24254:2007, which specify a minimum stan-

dard of 10/50/10. In the SAE 50 group, Motul Results - Foaming Tendency, SAE 50 Group
7100 Ester, Bel-Ray V-Twin and Lucas High - Sequence I - Sequence II - Sequence III
Performance failed to meet the standards. 600
555-510
-510
300-200
-200

500-555
Foam Volume (mL)

500
500-
275-300

400
275-

300
100-0
-0
50-0
-0
5-100

200
40-10
-10
45-0
-0
0-50
40-0
-0

5-45
10-40
20-0
-0
0-40
10-0
-0
10-0
-0
10-0
-0
0-20

100
0-10
0-10
0-10
0-0-0
-0
0-0-0
-0
0-0-0
-0
0-0-0
-0
0-0-0
-0
0-0-0
-0

10

0
in

le

il

in
ty

ra

ce
V

in

er
ok
O

30

cl

S
C

yc
w

yn

w
u

lt

an
st
cy
M

s
or

U
-T

-T

-T
tr
C

-T
S

ie

m
vy

S
da

or
IL

ot
V

V
4
H

V
on
ax

er

00
4-

or
O

ot
ea
M
1

le

ay
a
on

ol

-S
ds
M

im

rf
S

71
e

so

yc
il

M
W

-R
H

tr

V
M

lin

Pe
ob

i
e

ax
id
av

-C

as
M

il

el
A

ul
pl

o
vo
M

zo
av
B

rc

h
i4

B
-D

nu

ot
C
ur

ig
al

nn

To
D
y

M
uk
P

ti

H
V
le

y-

Pe
la
al

uz

s
le
ar

ca
oy

ar

S
H

ro
R

Lu
H
ct
pe
S

19
Rust Protection (Humidity Cabinet ASTM D-1748)
Rust protection is of particular importance in motorcycle applications. Motorcycles are typically not used every day and are
often stored during the off-season. Condensation and moisture within the engine can cause rust. Rust is very abrasive and
leaves 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 provide
some 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 be
dipped in the test oil, then placed in a humidity cabinet for 24 hours at 48.9° C. After 24 hours, the coupons are removed
and inspected for rust. Oils allowing no rust or no more than three rust spots less than or equal to 1 mm in diameter are
determined to have passed. Oils allowing more than three rust spots or one rust spot greater than 1 mm in diameter are
determined to have failed. The degree of failure has been divided into three additional categories: 1-10 spots, 11-20 spots
and 21 or more spots.

Results, Rust Protection, SAE 40 Group

Pass Example: AMSOIL MCF Fail Example: Castrol RS R4 4T

Results - Rust Protection, SAE 40 Group

= 0 - Rust Spot Clean = 1-10 - Rust Spot Light = 11-20 - Rust Spot Medium = 21+ - Rust Spot Heavy

10
10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

10.0 = PASS

9
8
Rating Scale

7
6
5
5.0 = FAIL

4
3
2.5 = FAIL

2.5 = FAIL

2
1
0
ke
F

ce

ra

4T

le
ry

il

il

4T
ok
C

X
4S

yc

bi
00

to
lt
an
M

S
g

4
le

g
U

tr

er
T-
ic

-C
in

R
l3

in

m
rm
IL

yc

-S

da
4

up
V

ax
ac

ac

nu

S
O

4
rc
um

rc
fo

on

R
is
ot

S
S

M
R

ti
ne
o
r

To
ar
M

ol
M

la
Pe

ax

il

ot

yn
e

i
A

tr
l
ob

P
pl
Po

vo
M

E
M

as
h

ro
ur
M
ig

ay
al
l

le
a

C
oi
P

ct
H

im

yc

-R
nz
al

pe
s

ax

el
-C
n
ca

oy

S
Pe

B
i4
M

R
Lu

uk
uz
S

20
 A Rating Scale
M
S
O

0
1
2
3
4
5
6
7
8
9
10

Pricing
M IL
ob M
il C
1 V
Lu V 10.0 = PASS
ca -T
s H w

= 0 - Rust Spot Clean

H on in
R ig 10.0 = PASS
h da
oy Pe H
al
r P
P fo -4
ur r m 10.0 = PASS
S pl
e an
pe M ce
ct ax
ro B -C 10.0 = PASS
P M
la W yc
ti M le
nu
m
ot 10.0 = PASS
or
V H O
al ea il
vo v y 10.0 = PASS
H D
Pass Example: AMSOIL MCV

lin
ar
le e u ty
y- 4- 10.0 = PASS
D S
av tr

= 1-10 - Rust Spot Light

id ok
To so e
rc n 10.0 = PASS
o S
V y n
-S 3
M er 10.0 = PASS
ot ie
S ul s
uz
71 S
uk
00 S
H i4 10.0 = PASS
ar -C E
le st

for the product when purchased in case lots.

yc
y-
D l e
er
V 10.0 = PASS

umes. Prices are based on the actual cost paid

ing the differences between quart and liter vol-
compared on a cost per ounce basis, equaliz-
evaluation the price of the candidate oils were
the product as compared to the price. In this
sumer will wish to optimize the performance of
making a motorcycle oil purchase. The con-
Performance is not all that is considered when
av
id - T
Pe so w
in
nn n 10.0 = PASS
H
zo
il D
Pe
Cost Per Ounce M 36
n ot 0 7.5 = FAIL
nz B or
oi el = 11-20 - Rust Spot Medium
l M
-R cy
cl
ay
ot e
S or M V 7.5 = FAIL
uz V ax -T
w

$0.00
$0.10
$0.20
$0.30
$0.40
$0.50
cy
uk al cl im in
i4 vo e a
4 7.5 = FAIL

21
-C lin O C
yc e il as U
4- .09 tr lt
le S ol ra
Lu S tr
V 7.5 = FAIL
ca yn ok -T
e
Results - Rust Protection, SAE 50 Group

s R w
H ac .11 in
ig in
h g
5.0 = FAIL
Pe O
r fo il
r m
.22
Po an
l ar ce
= 21+ - Rust Spot Heavy

is .22
V
ic
to
H ry
on
C da .22
as
H
tr P
ol 4
R .26
S
R
S A 4
pe M 4T
S
ct O .28
ro IL
P M
la C
ti F
nu
m
.29
Results, Rust Protection, SAE 50 Group

S
M X
ot 4
ul .32
M
R ob 30
0
Fail Example: Castrol V-Twin

oy il
al R V
P ac .33
ur in
M pl g
ax e 4T
im M
a
ax .34
M -C
B ax yc
el le
-R um
ay
4
.37
E U
X lt
S ra
S
up .39
Results - Pricing, SAE 40 Group
er
bi
To ke
rc .42
o
T-
4S
R
.46
 Results - Pricing, SAE 50 Group
$0.50

.47
.46
.45
$0.40

.39
.37
Cost Per Ounce

.34
.33
$0.30

.31
.30

.30
.28
.26
$0.20

.19
.16
.15
$0.10

.11
.09

$0.00
e

ke

in

in

-4

in

le

ra

il

in
er

ut
cl

36

S
C

yc
w

yn

w
lt
st
o

an
M
cy

s
or
U
-T

-T

-T

-T
tr

-C
S
D

ie
m
IL

vy
S

da
or

ot
V

lV

V
4
H

00

on

ax

er
4-

or
O
ot

ea

M
le

ay
a
on
on

-S
71

M
S

im
rf
e

yc

il
tr
M

id

-R
H
M

V
H
in

ds

Pe

ob

e
as

ax
ul

av
-C

M
A
l

el
m
l

pl

o
oi

i
vo

M
av

ot

rc
h
i4

B
D

nu

ur
nz

ig
al

y-
M

To
D

uk

P
ti
n

H
V

y-

le
Pe

la

al
uz

s
le

ar

P
ca

oy
ar

ro

R
Lu
H

ct
pe
S

Although the initial price of a product is a primary concern, it does not reflect the actual cost of using the product. Less
expensive 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 expensive
repairs. 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. An
additional concern is in those applications in which the clutch is immersed in the oil occupying the transmission. As the
clutch is a frictional device and oils are by design used to minimize friction, concern arises over the impact the oil may have
on 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 T
903:2006. 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 not
included within the overall product summary. Testing revealed the AMSOIL motorcycle oils meet the highest rating of JASO
MA2 (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 MA
specification, testing shows Maxima only qualifies as a JASO MB oil, while Torco does not qualify for a JASO category at all.

Results, Wet-Clutch Compatibility

Dynamic Static Friction Stop Time JASO JASO Category ISO
Friction Index Index Index Category Advertised Category
AMSOIL MCF 10W-40 2.03 1.94 1.99 MA2 MA2 L-EMA2
AMSOIL MCV 20W-50 2.07 1.95 1.98 MA2 MA2 L-EMA2
Motul 300V 10W-40 2.07 1.63 1.98 MA MA L-EMA
Royal Purple 10W-40 1.54 1.87 1.58 MA None L-EMA
Maxima Maxum 4 Ultra 5W-40 1.46 1.28 1.53 MB MA L-EMB
Torco T-4SR 10W-40 1.10 0.57 1.08 None MA None

22
Scoring and Summary of Results
Each oil was assigned a score for each test result. The oil with the best test result was assigned a 1. The oil with the second
best result was assigned a 2, and so on. Oils demonstrating the same level of performance were assigned the same num-
ber. Note that the results of each test have not been weighted to reflect or suggest the degree of significance it represents
in a motorcycle application. The degree of significance will vary between individual applications and by consumer perception.
As oils must perform a number of tasks, results in all categories were added together to produce an overall total for each oil.
The oil with the lowest total is the overall highest performer.

Bel-Ray EXS Super Bike

Lucas High Performance

Royal Purple Max-Cycle

Pennzoil Motorcycle Oil

Maxima Maxum 4 Ultra

Spectro Platinum SX4

SAE 40 - PRODUCT

Suzuki 4-Cycle Syn

Valvoline 4-Stroke

Castrol RS R4 4T
Mobil Racing 4T

Polaris Victory
AMSOIL MCF

Torco T-4SR

Honda HP 4
Motul 300 V
COMPARISON RESULTS

Racing
Viscosity Index (ASTM D-2270) 8 13 5 15 12 3 11 6 7 2 4 1 14 9 9
Viscosity Shear Stability (% Viscosity
1 5 4 3 13 2 10 7 9 14 15 6 11 12 8
Retention after 90 cycles, ASTM D-6278)
High Temperature / High Shear Viscosity
1 7 9 3 4 14 6 5 2 10 7 11 14 11 13
(HT/HS ASTM D-4683)
Wear Protection (4-Ball ASTM D-4172) 2 6 4 13 7 14 9 12 5 8 1 3 11 15 10

Gear Performance (FZG ASTM D-5182) 1 1 1 1 1 1 1 1 14 1 13 1 1 1 15

Oxidation Stability (TFOUT ASTM D-4742) 1 1 1 13 9 10 12 8 6 15 7 1 11 1 14

Volatility (NOACK ASTM D-5800) 4 2 7 3 12 6 11 1 5 14 8 10 9 15 13

Acid Neutralization (TBN ASTM D-2896) 3 6 4 11 8 5 13 10 12 1 7 15 9 2 14

Foam Control (ASTM D-892) 1 3 10 1 3 3 3 8 11 13 8 15 3 14 12

Rust Protection (Humidity Cabinet ASTM D-
1 1 1 1 1 14 1 14 1 1 1 13 1 1 1
1748)
Pricing 8 11 13 3 2 7 3 9 10 3 15 14 6 12 1

TOTALS 32 56 59 67 72 79 80 81 82 82 86 90 90 93 110

Ranking 1 2 3 4 5 6 7 8 9 9 11 12 12 14 15
Bel Ray EXS Super Bike
Lucas High Performance

Royal Purple Max-Cycle

Pennzoil Motorcycle Oil

Maxima Maxum 4 Ultra

Spectro Platinum SX4

Suzuki 4-Cycle Syn
Valvoline 4-Stroke

Castrol RS R4 4T
Mobil Racing 4T

Polaris Victory
AMSOIL MCF

Torco T-4SR

Honda HP 4
Motul 300 V
Racing

23
 Harley Davidson HD 360

Lucas High Performance

Royal Purple Max-Cycle

Pennzoil Motorcycle Oil

Suzuki 4-Cycle V-Twin
Spectro Platinum HD
Torco V-Series SS

Valvoline 4-Stroke

Motul 7100 Ester

Harley Davidson

Bel-Ray V-Twin
BMW Motor Oil

Maxima 4 Ultra
Mobil 1 V-Twin

Castrol V-Twin
AMSOIL MCV

Honda HP 4
SAE 50 - PRODUCT

SYN 3
COMPARISON RESULTS

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
2 1 4 12 6 8 5 16 9 10 13 3 7 15 17 14 11
Cycles, ASTM D-6278
High Temperature / High Shear Viscosity (HT/HS
3 2 1 4 6 11 12 5 16 7 10 12 17 14 7 9 14
ASTM D-4683)
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

Pricing 8 12 16 10 11 15 14 13 6 4 2 7 17 5 3 8 1

TOTALS 30 45 65 68 72 76 82 82 86 92 95 98 111 115 116 122 127

Ranking 1 2 3 4 5 6 7 7 9 10 11 12 13 14 15 16 17 Harley Davidson HD 360

Lucas High Performance

Royal Purple Max-Cycle

Pennzoil Motorcycle Oil

Suzuki 4-Cycle V-Twin
Spectro Platinum HD
Torco V-Series SS

Valvoline 4-Stroke

Motul 7100 Ester

Harley Davidson

Bel-Ray V-Twin
BMW Motor Oil

Maxima 4 Ultra
Mobil 1 V-Twin

Castrol V-Twin
AMSOIL MCV

Honda HP 4
SYN 3

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Conclusion
The intent of this document is to provide scientific data on the performance of motorcycle oils and information on their
intended applications. The document also attempts to dismiss several rumors or mistruths common to motorcycle oils. In
doing so, it will assist the reader in making an informed decision when selecting a motorcycle oil.

The tests conducted are intended to measure variables of lubrication critical to motorcycles, with some having much greater
value than others. Gear and general anti-wear protection, oxidation stability and rust protection are the most important, with
zinc content being among the least important. The results were not weighted based on importance. The value of each test
is to be determined by the reader.

The data presented serves as predictors of actual service; the better the score, the better the performance. AMSOIL MCF
and MCV demonstrated superior performance, particularly in the most important areas, and each ranked first overall in its
respective category. It should be noted that the performance of a given manufacturer’s oils was not always consistent
between viscosities.

The results suggest a relationship between the cost of an oil and its level of performance. Generally, higher priced oils tend
to perform better, although price alone is not a guarantee of performance. Bel-Ray V-Twin was the most costly oil tested,
yet many lower priced oils showed better performance. Price must be put into perspective. The cost of oil compared to the
cost of a motorcycle is minimal. The cost difference between the average price for motorcycle oils and the most expensive
oils is less than $15 per oil change. If the performance of an oil can support an extended oil change interval, that cost is
reduced. The consumer must consider the performance and benefits offered by an oil and how those benefits affect their
motorcycle investment to determine the oil’s value.

In conclusion, maximum performance and cost effectiveness are obtained when one looks beyond marketing claims and
selects a product based on the data that supports it.

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26
References
1. SAE Viscosity Grades for Engine Oils - SAE J300 Nov 07
2. JASO T 903:2006
3. JASO T 904:2006
4. ISO 24254:2007
5. ASTM Test Methodology Designation: D 892-03
6. ASTM Test Methodology Designation: D 1748-00
7. ASTM Test Methodology Designation: D 2270-04
8. ASTM Test Methodology Designation: D 2896-03
9. ASTM Test Methodology Designation: D 4172-94 (Reapproved 2004)
10. ASTM Test Methodology Designation: D 4742-02a
11. ASTM Test Methodology Designation: D 5182-97 (Reapproved 2002)
12. ASTM Test Methodology Designation: D 5481-04
13. ASTM Test Methodology Designation: D 5800-00a
14. ASTM Test Methodology Designation: D 6278-02

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G2156 6-09