Another point of view on oils, ect

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Great stuff Jim as always, any chance of testing the Joe Gibbs (Driven) HD 15W50 and the Silkolene 10W40?
I use the Joe Gibbs in the race bike and the Silkolene in the roadbike

I would be happy to pay for the oil if need be.
Regards Mike
Another point of view on oils, ect
Another point of view on oils, ect
Another point of view on oils, ect
 
Brooking 850 said:
Great stuff Jim as always, any chance of testing the Joe Gibbs (Driven) HD 15W50 and the Silkolene 10W40?
I use the Joe Gibbs in the race bike and the Silkolene in the roadbike

I would be happy to pay for the oil if need be.
Regards Mike
Another point of view on oils, ect
Another point of view on oils, ect
Another point of view on oils, ect
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Mike,
I haven't seen the Gibbs oil locally but I will see what I can find.
I suspect the 10-40 Silkolene would be very similar to the 15-50 since it is the same type of synthetic, but if I come up with some I will give it a try. Jim
 
very interseting stuff...do you have a way of testing gearbox oils? I am especially interested in Redline shockproof oil.
 
seattle##gs said:
very interseting stuff...do you have a way of testing gearbox oils? I am especially interested in Redline shockproof oil.
Click to expand...

I have four different types of viscosity tester and the light transmission tester and a PH tester, so I could check the viscosity, the clarity and the acidity but that's about it.

I don't think you would find any issues with Redline Shockproof. Jim
 
What exactly is shockproof oil? The instructions that came with my TTI gearbox said not to use it.
 
Matchless said:
What exactly is shockproof oil? The instructions that came with my TTI gearbox said not to use it.
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It is a high performance gear lube from Redline oils.
I personally have never used it but some people swear by it. [my trans is full of synthetic ATF]

Maybe there is a compatibility issue with bushings or seals in the TTI box. Jim
 
Hi Matchless, PM me and I will let you know why TTI dont recommend the Redline Shockproof.
I use it in my roadbike, great stuff.
Regards Mike
 
Brooking 850 said:
Hi Matchless, PM me and I will let you know why TTI dont recommend the Redline Shockproof.
I use it in my roadbike, great stuff.
Regards Mike
Click to expand...

I would like to know also. jim
 
comnoz said:
Matchless said:
What exactly is shockproof oil? The instructions that came with my TTI gearbox said not to use it.
Click to expand...

It is a high performance gear lube from Redline oils.
I personally have never used it but some people swear by it. [my trans is full of synthetic ATF]

Maybe there is a compatibility issue with bushings or seals in the TTI box. Jim
Click to expand...

Did you make any modifications to the gearbox to make it compatible with ATF?
 
I loaded up 3 oils for flow testing at 212 degrees F - 100 C.
This is a good indication of how fast the oil will flow through the motor at running temperature.
Next I will be retesting at higher temps.

[video]https://www.youtube.com/watch?v=dpFKwHBJ3Ww[/video]
 
Interesting results Jim.
Any chance you might try the VR-1 straight 50?
Am I correct in saying that in theory it should test the same as the vr-1 20-50, or in fact the same as any multi-grade oil with 50 as the second viscosity number?
I guess we already know that theory isn't holding up given your results so far.

Glen
 
Jim said -

" . . . . . . I removed the thermostat from my bike a couple years ago and plumbed the oil cooler into the overhead oil line . . . ."

That right there, is a great idea; reduces volatilization in and around the interior of the exhaust side of the valve box, not to mention incremental performance benefits. Of course, volatilization in and around the upper ring lands and the underside of the piston crown will escape that fix.

Heat inertia is a part of the puzzle too. After a few moments of peak power, volatilization in the valve box will spike as cylinder head temps spike. Then, it seems, as the volume of oil falls off with lower engine speeds, somewhat puddled oil takes a while to drain and it cooks while the head sheds heat. The temp of the ring lands, however, likely rises and falls quicker, such that only flashes, or moments, of volatility happen there. Same for the bottom of the piston crown, it only singes for moments at a time. The valve box is where the most good can be done; thanks Jim.
 
xbacksideslider said:
Jim said -

" . . . . . . I removed the thermostat from my bike a couple years ago and plumbed the oil cooler into the overhead oil line . . . ."

That right there, is a great idea; reduces volatilization in and around the interior of the exhaust side of the valve box, not to mention incremental performance benefits. Of course, volatilization in and around the upper ring lands and the underside of the piston crown will escape that fix.

Heat inertia is a part of the puzzle too. After a few moments of peak power, volatilization in the valve box will spike as cylinder head temps spike. Then, it seems, as the volume of oil falls off with lower engine speeds, somewhat puddled oil takes a while to drain and it cooks while the head sheds heat. The temp of the ring lands, however, likely rises and falls quicker, such that only flashes, or moments, of volatility happen there. Same for the bottom of the piston crown, it only singes for moments at a time. The valve box is where the most good can be done; thanks Jim.
Click to expand...


Well, before you try this mod I must say I have had a problem that may be related to it.

When I put the cooler into the overhead line I saw the oil temperature to the head drop considerably and I noted about a 10 to 15 degree drop in the average cylinder head temperature.

I also noticed that the oil tank temperature did not change much from what it ran before with the cooler in the full flow line and using a thermostat.

All good but- I have found my bike now oxidizes the oil about 1000 miles sooner than it used to.

I am wondering if this may be because the oil flow through the head has become too slow because of the cool oil being fed to it gets by the rocket arm shafts slower. This may allow the oil to set in the spring pockets longer getting cooked.

Just a theory so far but I am working to get to the bottom of it. Jim

[video]https://www.youtube.com/watch?v=utMII-kfYGo[/video]
 
So, no change in oil tank temp but CHT is 10 -15* cooler yet oil oxidizing sooner, so maybe cooled oil has higher viscosity that reduces flush/flow at the spring pockets.

I want to doubt that, so do we have references that plot oil viscosity against temp? Failing that, maybe a pyrometer at the spring pockets? What temps do you have, at CH and tank?

. . . . . . Easy for me in my arm chair, idle curiosity, I don't want to make work for you . . . . .
 
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