The information at Fuchs-Lubritech.com (link 4th reply above) indicated that for most engines, a 2% application would be sufficient to benefit the engine with lowered internal friction. A 2% per liter application would be just 20ml per liter of oil and your Cavalier has 4 quarts so it would be a little less than 80ml to add.
For the Cavalier's entire 4 quart sump, 75ml TOTAL should be plenty. If you are using an "Energy Conserving" 5W-30 oil there will already be some Moly compound in the oil, just not the "colloidal solids" type. The colloidal solid MoS2 will stick with decent force to bare metal such as that found on cylinder walls, camshaft lobes and on the upper side of crank journal bearings where the oil gets squeezed out on the power stroke. If you use the small 75ml amount you will have enough Moly to refresh for four oil changes. Not bad for $6 and change.
When the Moly is first introduced, its affinity for bare metal will pull some of the "solids" out of suspension and put them where they will do the most good. Those particles will not leave the engine when you change the oil and, if doing UOA's, you should see gradually increasing moly ppm's as more and more is left in suspension because all the bare metal spots have been microscopically covered with MoS2.
The actual MoS2 product's metal container recommends 5% or 50ml per liter of oil which is rather high in my view in light of the densely packed 4365ppm found in the VOA and that most PCMO's use lubricants with some Moly already in them. I side with Fuchs-Lubritech's comment that for most applications, 2% per volume of oil would be plenty.
Another interesting point is what the actual product says on the can, word-for-word with punctuation: "Not suitable for use on motorbikes with wet clutches!" This is different than what appears on the pdf file at the German Company's website.
This confirms what I expected about using the pdf recommended 2% in a wet clutch motorcycle: that it is way too much and the amount should be (1/2% or 5ml/liter) severely reduced.
There is a distinct advantage to having colloidal MoS2 in a transmission, particularly with straight cut gears. For one thing, the MoS2 molecules will NOT shear and the transmission may chop up the MoS2 chunks up to even smaller sizes than .3uM. The MoS2 would reduce transmission wear rather dramatically, and it may help reduce the shearing of oil VII to a more acceptable level. Is it any surprise that some racing oils carry large loads of Moly in their additive package?
Reduced engine friction and wear is a significant advantage. You would think every motorcycle manufacturer would be making changes in materials and plate pressures on wet clutches or a change to a dry clutch to accommodate the obvious advantages in wear, power, and fuel consumption. Both the engine and the transmission can benefit from the use of inexpensive friction modifiers.
No wonder the JASO and wet-clutch thing strikes so many of us as a ruse to generate anxiety and raise prices for motorcycle oil products.