2016 CBR600RR - 10w40 ?
- Thread starter Ndx
- Start date
It will be fine. No worries.
My 2023 CB500X requires 10-30... it's only for CAFE/EPA BS I put 10w-40 in it all the time, and lots of dealers only use 10w-40 because it saves them money
I would run M1 10w40 4T with more confidence than any 10w30. Stellar performance in my ZRX 1200. Stays in grade, goes 5,000 mi OCI's with no fall off in shift quality.
Honda specifies 30 grade over a 40 grade because it will:
1)increase HP at the rear wheel
2)quicken the throttle response coming out of the corners...
3)decrease over all operating temps...
4)increase the oil flow at the critical bearings...
Any one of 30 grade 100% synthetic motorcycle specific oils will meet
and exceed both your racing and mileage expectations...
1)increase HP at the rear wheel
2)quicken the throttle response coming out of the corners...
3)decrease over all operating temps...
4)increase the oil flow at the critical bearings...
Any one of 30 grade 100% synthetic motorcycle specific oils will meet
and exceed both your racing and mileage expectations...
I'm going to make some general statements why you would consider a racing motorcycle oil vs std motorcycle oil that goes beyond what the M1 website states and promote. When I amateur road raced, the bikes sees higher RPMs for longer sustained durations so technically these race oils should have better resiliency to foaming. Depending on the classes entered and their level of modifications with built engines with higher lift cams, stronger valve springs, cranks, pistons but most importantly bearing clearances tending to be looser than tighter stock clearances...thicker "race" oils will play nice to leave the proper film between these moving parts to keep them from grinding away with these higher loads. Race gas also have different washing effects along the cylinder walls and race oil is supposedly formulated to combat this issue. From what other mechanics in the paddock mentioned is the frequency of race oil change is so much greater that race oil companies tend not to promote additive packages for annual use or stellar cleaning properties. For your 600RR if stock, I would use it for the season with no worries and change out as you normally would during winter to a non race oil IMHO.
Honda specifies 30 grade over a 40 grade because it will:
1)increase HP at the rear wheel
2)quicken the throttle response coming out of the corners...
3)decrease over all operating temps...
4)increase the oil flow at the critical bearings...
Any one of 30 grade 100% synthetic motorcycle specific oils will meet
and exceed both your racing and mileage expectations...
I can't speak for his model 2016 Honda, but in my 2023. The Amsoil Metric Motorcycle is only rated API SH. My 2023 requires API SJ.
Their 10w-40 is API SM so technically the only one meets API reqs if not viscosity. I emailed Amsoil literally over a year ago to see if they would update their formula so I could use their 10w-30, and the emailed something along the lines that they update formulas as the market deems necessary...
I have changed the oil a bunch of times on this bike as I put a lot of mileage on it and go for long rides over the course of a few days. I can also say Motul 5100/7100 are great oils.
Honda specifies 30 grade over a 40 grade because it will:
1)increase HP at the rear wheel
2)quicken the throttle response coming out of the corners...
3)decrease over all operating temps...
4)increase the oil flow at the critical bearings...
Any one of 30 grade 100% synthetic motorcycle specific oils will meet
and exceed both your racing and mileage expectations...
Who's the hotline to Honda that shared with you "Honda specifies 30 grade over 40 grade grade because it will..." for those reasons you attribute to Honda? Surely you wouldn't say that unless they said that specifically with respect to their bikes. Maybe it's in the owners manual, those key factors that were quoted?
Do you have a picture with them, interested to see who you have been talking with lately.
#3 … decrease what?
#4 … motorcycles also use a positive displacement oil pump, which ensures adequate oil volume to the oiling system. Any slight pump flow output difference between a 30, 40 or 50 grade when hot is not going to matter to the oiling system. What's more important is the viscosity between moving parts (the HTHS viscosity) and the resulting MOFT that helps keep parts from rubbing and wearing.
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Good post. Once again, the usual tired info 10w30 posted with the hope newbies show up and can be misdirected. Needs a new audience to entertain, the old guard doesn't play with cut and paste anymore. Only thing that's missing is a 15 year old analysis comparing formulations not available in a decade. How old is that steel ball drop picture by the way.
Some owner's manuals do show 10W-30 as an option, but the max ambient temperature use is around 30C (86F). My 2000 Busa actually showed 10W-30 as an option, but I'd never run it, especially for race track use. Maybe if it was max of 50F and I just cruised around like a grandpa on it, lol. This was also before JASO was even in the manuals.
Agree, wouldn't run 10w30 even in colder temps. Need MOFT at high rpm, flow means little if MOFT is not maintained. 10w30 won't ruin that engine, however I feel Honda is looking in other directions besides long term durability. Then again, most bikes don't see 100k miles.
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The current and obsolete API Service Categories are listed here... it
doesn't matter if you can't find SG anymore because there were nothing
in those early API SE SG SH ratings that were motorcycle specific and
overall they will not provide the same level of performance or
protection as the current SL SM SN specifications... Manufactures prefer
customers chose the most current oil service category that is why
Manuals state to either meet SG or exceed SG API service category...
SA Obsolete For older engines; no performance requirement.
SB Obsolete For older engines.
SC Obsolete For model year 1967 and older engines.
SE Obsolete For model year 1979 and older engines.
SF Obsolete For model year 1988 and older engines.
SG - Introduced 1989 has much more active dispersant to combat black
sludge.
SH - Introduced 1993 has same engine tests as SG, but includes
phosphorus limit 0.12%, together with control of foam, volatility and
shear stability.
SJ - Introduced 1996 has the same engine tests as SG/SH, but
phosphorus limit 0.10% together with variation on volatility limits
SL - Introduced 2001, all new engine tests reflective of modern engine
designs meeting current emissions standards
SM - Introduced November 2004, improved oxidation resistance, deposit
protection and wear protection, also better low temperature
performance over the life of the oil compared to previous categories.
SN - Introduced in October 2010 for 2011 and older vehicles, designed to
provide improved high temperature deposit protection for pistons, more
stringent sludge control, and seal compatibility. API SN with Resource
Conserving matches ILSAC GF-5 by combining API SN performance with
improved fuel economy, turbocharger protection, emission control
system compatibility, and protection of engines operating on
ethanol-containing fuels up to E85.
SP - API SP is the new minimum engine oil standard developed to address
the critical needs of today's engines; including chain wear, Low Speed
Pre-Ignition, and deposit formation. API SP is the foundation for the
ILSAC GF-6 specification but does not include fuel economy. API SP is
available for different viscosity grades.Feb 19, 2020
That is great oil!
Honda switched their user manuals for many of their bikes over to 10W-30 starting around 2010. My ST1300 was spec'd as 10W-40 when it first came out in 2003. Now it says 10W-30 for the 2012. No engine changes were made.
Although the user manuals for both my bikes spec 10W-30, the service manuals for both my bikes list both 10W-30 and 10W-40 as acceptable.
That M1R4T used to be a great oil decades ago, then they reformulated it so it was not majority synthetic. I didn't like the reform product performance back then. I was not a happy camper with that being a $10/qt oil- or performance car or bike rider for that matter!
Don't know where they are at now in formulation; the current SDS table (not a reliable source I would guess) does not show the majority basestock. Viewing XOM other SDS for high-performance synthetic lubricants it is typically a group iii exchange.
I say run it and you be the judge. Let us know your observations.
Don't know where they are at now in formulation; the current SDS table (not a reliable source I would guess) does not show the majority basestock. Viewing XOM other SDS for high-performance synthetic lubricants it is typically a group iii exchange.
I say run it and you be the judge. Let us know your observations.
If an engine oiling system has a moderate pressure relief setting and you are operating beyond the relief set point - then it is no longer operating at constant volume (at x rpm and temp) but a constant pressure feed. Flow will indeed be greater with a lower viscosity lubricant under these conditions.
Well, M1 Racing 4T has always worked well for me. Shift quality was always good. Never a problem with it.
Currently I have Valvoline in my 1300 because I hit a great sale on a case. The next oil change I'll most likely switch back to M1 Racing 4T.
I also got a killer sale on the Castrol Act-Evo 10W30. It is working quite well in my 700, too. I ran the 10W-40 version for a few oil changes in my 1300 without issue (before the valvoline).
Currently I have Valvoline in my 1300 because I hit a great sale on a case. The next oil change I'll most likely switch back to M1 Racing 4T.
I also got a killer sale on the Castrol Act-Evo 10W30. It is working quite well in my 700, too. I ran the 10W-40 version for a few oil changes in my 1300 without issue (before the valvoline).