So I am looking at Motorcycle oils and thinking about using Golden Spectro in the little black and gold bottles, like I used to when I was a kid and I got to looking at other two stroke oils on the shelf at a local motorcycle shop. All the oils are TC rated, low ash and Jaso rated for either FC or FB and some like Spectro, had no rating TC/ FC or anything. Currently I am running Pennzoil XLF and I have used Mercury Marine Quick silver in one Polaris for 2900 miles with excellent results. I am thinking boat oil is alot better than any of this oil that the motorcycle shops sell for high dollar for that application. I remmember seeing that Echo two stroke oil was Jaso FD, which was impressive. I think I am just going to continue to run the boat oil, its ashless, TC3 rated and alot cheaper by the gallon. I cant see any drawbacks. Anyone else notice this?
Two stroke oils/motorcycle hype
- Thread starter Panzerman
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I don't run nor believe in expensive designer oils nor synthetic of any type except Synthetic gear oil in the the Valkyrie final drive because it was reasonably priced.
I have around eighteen two cycle engines. Some very old. Some new. Some engines have cast iron bores others have chrome or other form of plating on the bore. I run inexpensive yet high quality Canadian Tire brand TC3 oil for air cooled engines in everything except my outboard engines. They get same brand of oil but TC W3.
I mix at manufacturer's recommended ratios other than my outboards. I'm not too keen on running 100:1. I usually run between 50 to 75:1.
I have chainsaws that rev past 13000 rpm, old air cooled two stroke motorcycles that are modified for performance that rev to 10000 rpm and see that kind of engine speeds on occasion. The oil has performed flawlessly for decades in my machines and if I didn't I trust the oil, I certainly wouldn't use it in my cherished vintage Yamahas.
From my experience, there's no need to spend big bucks for good oil.
I have around eighteen two cycle engines. Some very old. Some new. Some engines have cast iron bores others have chrome or other form of plating on the bore. I run inexpensive yet high quality Canadian Tire brand TC3 oil for air cooled engines in everything except my outboard engines. They get same brand of oil but TC W3.
I mix at manufacturer's recommended ratios other than my outboards. I'm not too keen on running 100:1. I usually run between 50 to 75:1.
I have chainsaws that rev past 13000 rpm, old air cooled two stroke motorcycles that are modified for performance that rev to 10000 rpm and see that kind of engine speeds on occasion. The oil has performed flawlessly for decades in my machines and if I didn't I trust the oil, I certainly wouldn't use it in my cherished vintage Yamahas.
From my experience, there's no need to spend big bucks for good oil.
As I mentioned in another thread, 2 stroke oils can make an impressive difference in engine longevity in high performance engines. In everyday, moderate performance engines, I'm not convinced it matters all that much. As long as proper ratio's are adhered to.
In my highest performance engines, Mobil 1 Racing 2t was clearly the best. It really did not matter if it was a 125cc Kart engine pushing 50HP, a 350cc single with radical port timing, or a racing personal watercraft engine. The Mobil 1 oil was king.
Golden Spectro also protected piston rings well, along with preventing corrosion quite well.
In my highest performance engines, Mobil 1 Racing 2t was clearly the best. It really did not matter if it was a 125cc Kart engine pushing 50HP, a 350cc single with radical port timing, or a racing personal watercraft engine. The Mobil 1 oil was king.
Golden Spectro also protected piston rings well, along with preventing corrosion quite well.
Is there a difference in the formulation of two-cycle oils intended for marine applications and those used for air-cooled applications?
Originally Posted By: kballowe
Is there a difference in the formulation of two-cycle oils intended for marine applications and those used for air-cooled applications?
Below is an excerpt from the following link:
http://www.sea-doo.net/techarticles/oil/oil.htm
It's a fairly good explanation to your query.
The Canadian Tire Brand oil that I use is API TC3.
Additives are combined with the base oil to fix certain faults with the base oil or stretch the limits of the base oil in some cases. Additives are complex chemicals that account for most of the cost of a bottle of 2-stroke oil. Additives for 2-stroke oils fall into several general categories: Detergent/Dispersants, Antiwear agents, Biodegradability components, and antioxidants. Since the lubricating oil must burn as part of the combustion process in a 2-stroke engine, the residue resulting from this combustion process must be swept away after each firing stroke. If not, the residue (varnish, lacquer and other heavy hydrocarbon compounds) would build up and plug the exhaust port and stick the rings and power valve(s). Detergents/dispersants must be added to the oil to prevent this problem. The two types of detergents/dispersants most commonly used in 2-stoke oil formations are Ashless and Low Ash. Medium Ash and High Ash detergents are not used in 2-stoke oils. Ashless detergents are used in low temperature applications such as TCW3 oils where the ring land temperature is held below 300 deg/f. These detergents work well in engines where an excess of cooling capacity is available and power valves are not used. Ashless detergents are manufactured form organic nitrogen compounds (Hydrazine) instead of heavy metal compounds; therefore, they produce no ash as they are burned away. This is where the name “Ashless” comes from. Oils containing this type detergent have a characteristic Ammonia odor. Ashless detergents were used in the first generation of Bombardier XPS engine oil. The formulation was later changed to a low ash type detergent because of the higher temperatures generated by the 787 engines. Low Ash type detergent/dispersants are used in most API-TC, Jasco FC and ISO GC certified 2-stroke oils. These oils are designed for air-cooled high performance engines that operate under severe load/temperature conditions. Low Ash detergents can keep the deposits to a minimum at ring land temperatures as high as 400 deg/f. These detergents are manufactured from compounds of Calcium and Magnesium (heavy metals). After these compounds (Calcium Phenate or Magnesium Phenate) do their job, they burn away, forming a heavy metal salt (ash) that is swept away during the normal combustion process. Hence, this is where the name Ash-type detergent comes from.
Is there a difference in the formulation of two-cycle oils intended for marine applications and those used for air-cooled applications?
Below is an excerpt from the following link:
http://www.sea-doo.net/techarticles/oil/oil.htm
It's a fairly good explanation to your query.
The Canadian Tire Brand oil that I use is API TC3.
Additives are combined with the base oil to fix certain faults with the base oil or stretch the limits of the base oil in some cases. Additives are complex chemicals that account for most of the cost of a bottle of 2-stroke oil. Additives for 2-stroke oils fall into several general categories: Detergent/Dispersants, Antiwear agents, Biodegradability components, and antioxidants. Since the lubricating oil must burn as part of the combustion process in a 2-stroke engine, the residue resulting from this combustion process must be swept away after each firing stroke. If not, the residue (varnish, lacquer and other heavy hydrocarbon compounds) would build up and plug the exhaust port and stick the rings and power valve(s). Detergents/dispersants must be added to the oil to prevent this problem. The two types of detergents/dispersants most commonly used in 2-stoke oil formations are Ashless and Low Ash. Medium Ash and High Ash detergents are not used in 2-stoke oils. Ashless detergents are used in low temperature applications such as TCW3 oils where the ring land temperature is held below 300 deg/f. These detergents work well in engines where an excess of cooling capacity is available and power valves are not used. Ashless detergents are manufactured form organic nitrogen compounds (Hydrazine) instead of heavy metal compounds; therefore, they produce no ash as they are burned away. This is where the name “Ashless” comes from. Oils containing this type detergent have a characteristic Ammonia odor. Ashless detergents were used in the first generation of Bombardier XPS engine oil. The formulation was later changed to a low ash type detergent because of the higher temperatures generated by the 787 engines. Low Ash type detergent/dispersants are used in most API-TC, Jasco FC and ISO GC certified 2-stroke oils. These oils are designed for air-cooled high performance engines that operate under severe load/temperature conditions. Low Ash detergents can keep the deposits to a minimum at ring land temperatures as high as 400 deg/f. These detergents are manufactured from compounds of Calcium and Magnesium (heavy metals). After these compounds (Calcium Phenate or Magnesium Phenate) do their job, they burn away, forming a heavy metal salt (ash) that is swept away during the normal combustion process. Hence, this is where the name Ash-type detergent comes from.
Ran Maxima for all my 2 strokes and it never let me down.
Thanks for the information page, Boraticus. I could not find or figure that oil rating out. So TC would be the rating I want for a air cooled two stroke and the tc-w or for moderate water cooled type of two strokes. Interesting article. Answers alot of questions. Thanks.
I've been using Opti 2 - two stroke oil for the last year. Works for both air cooled and TCW3. I use it professionally in my Lawn & Garden biz in both air cooled and 2-stroke snow blowers calling for TCW3. They claim to be the highest rated oil on the planet for 2-stroke for ALL applications. They also make a 4 stroke oil and will double the manufactures warranty. This same oil is repackaged and sold by Kawasaki as a OEM oil that also doubles the OEM engine warranty.
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