What is the best weight motor oil for my application?
The debate on oil (type/weight/viscosity) has raged on for years, and we don't expect it to end anytime soon. That said, if we take into consideration that many automobile manufacturers no longer recommend organic oils for their modern engines and have 10K+ mile change intervals using high quality fully synthetic oils as light as 5w-20 (with 0w-20 listed as an acceptable alternative,) you can see why the motorcycle industry is finally catching up in the synthetic oil world.
Please remember, motor oil in your engine can be compared to blood in your body. Problems can become deadly in a hurry. With this in mind, please select wisely and always follow your manufacturer's recommendations.
As high-performance enthusiasts here at Brock's Performance, we tend to opt for oils that increase performance and enhance acceleration... because we like to WIN RACES!
We trust Alysin oil in all our motorcycles, and use these general rules for our in-house bikes:
<<0 (less than zero): stock engine/race use/continuous street use (in most climates) -- Please check out this testimonial from a customer who has used <<0 Alisyn with Petron + additive for many years.
0W-20: stock engine/hot climate/stock engine with a dry shot of nitrous -- An excellent alternative if you are afraid to run the <<0 weight. Please check out this article about how the late Bill Warner cured oil-related failures by switching from 20w-50 weight oil in his 1000 Horsepower turbo Hayabusa land speed bike to Alisyn 0w-20 full synthetic motor oil.
We offer the weights below for those who are in the mindset that 'thicker is better' when it comes to oil.
10W-30: normally aspirated (big horsepower) with aftermarket engine components/most nitrous oxide applications
Alisyn Big Bike Lube: Specially formulated 20W-50 V-Twin oil which can carry the load of a 90W gear oil. It can be used in the primary, transmission & crankcase.
Why add the Petron+? In a word, it's insurance for your engine. In a perfect world, we would never starve our engines for oil. Unfortunately, wheelies, very hard launches, an abrupt deceleration from high speeds, and even an overly aggressive lean angle (in an attempt to uniformly heat the surface of the rear tire) during burn-outs can all lead to oil starvation. We have trusted Petron + to help prevent engine damage/bearing scuff during these types of events for years. Note: Petron+ contains up to 1.2% Zinc Dithiophosphate.
Special Note about final product weight when adding Petron Plus: It should be noted that Alisyn <<0 combined with Petron Plus additive produces a straight 10 weight (10w) final product (0w-20 +Petron = 10w-30 etc.)
How often should I use the Petron Oil Additive when changing my oil?
We use a full 12 oz. bottle of Petron Plus 4-Cycle with every oil change here at Brock's Performance. This is especially true in bikes that are trying to achieve their best times/highest speeds and/or produce max power on the dyno. Petron treats the metal, that's the insurance part of the product, in case the pick-up is ever starved for oil (wheelie/hard launch or extreme decel at the end of a run, etc.) But, Petron can't reduce the coefficient of friction in the oil and treat the metal... if it isn't IN the oil.
For general street use, we use 3 oz. per oil change. That's 4 oil changes per bottle for a measurable increase in power as well as the increased peace of mind.
Below is an image of a 230+ HP land speed BMW S1000RR connecting rod bearings after teardown. Why the teardown? The rider bottomed out the suspension during a 1.5 Mile LSR run and severely broke the oil pan (the entire drain plug and area around it was broken off.). He didn't realize he had broken the pan (which immediately began gushing oil), only that it was time to abort the run after he felt the 200+ MPH impact disrupted the chassis. He continued to the end of the shutdown area (@1 more mile...dripping all the way), bypassed the timing booth and rode the bike all the way back to his pits.... the oil track could be followed the from the time of impact. At the pits...only a few drops were left to fall. His crew asked him what all of the smoke was about?! His engine builder, assuming the worst, called it a weekend and brought the bike back to the shop for a complete teardown. To his amazement, there was NO damage...anywhere. Cams/rockers/pistons/cylinder bore was all fine. The connecting rods bearings would typically be the first failure in a zero oil pressure situation of this nature, as you can see from the image below, they could have gone back into the engine. They were replaced as a matter of protocol and the bike went on to travel 221 MPH at the next event and made 20+, event-free, 200 MPH runs that weekend.'