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Heres and interview with someone who really knows oils and 2 cycle engines....

Alan Amatuzio

Action News: As Executive Vice President and Chief Operating Officer, the great majority of Dealers are familiar with you, but for those new Dealers and Preferred Customers who aren't, please summarize your areas of responsibility.

Amatuzio: I'm involved in all aspects of the company, but my primary areas of responsibility include product development, laboratory research, manufacturing and all areas of technical services.

Action News: This issue of the Action News features the introduction of the new two-cycle oils. What was the rationale behind further specialization of the two-cycle oils?

Amatuzio: Two-cycle engine designs are changing and it's absolutely imperative that AMSOIL provides the best possible products for those new designs.

Action News: What types of design changes?

Amatuzio: Direct fuel injection and exhaust power valves have been incorporated in two-cycle engines in efforts to improve performance, reduce emissions and improve fuel efficiency. As a result, we're seeing leaner fuel-to-oil ratios and hotter-running engines, up to one-hundred and twenty degrees Fahrenheit hotter. This places additional demands on two-cycle oils.

Action News: And AMSOIL has met those demands with the new two-cycle oils?

Amatuzio: Absolutely. Our Fabulous Four 2-Cycle Oils, as we call them, are the best two-cycle oils in the industry. We've been working on these oils for a long, long time and that effort is reflected in the quality of these products.

strong>Action News: What makes them so good?

Amatuzio: We have over thirty years of experience in blending synthetic oil. No one does it better. Like all of our oils, our new two-cycle oils are precise blends of the best base stocks and additives available in the world. We tested hundreds of formulations in laboratory settings and real world applications to ensure that the oils we introduced provide the best possible performance in the applications they were designed for. Our Interceptor Oil, for example, was designed to address deposit formation on exhaust power valves, a problem which ultimately leads to valve sticking and poor performance. That oil was tested in two separate field trials in over one-hundred snowmobiles prior to its introduction, not to mention hundreds of hours in laboratory testing. There was no valve sticking.

Action News: So what specific applications are the oils designed for?

Amatuzio: Each of the oils can be used in a variety of applications, but each is designed for optimum performance in limited, specific applications. We've created a chart that ranks each oil's performance in different applications. Dealers and Preferred Customers will see that each market category has one oil recommended as excellent for that market. That's the oil that should be used and recommended to customers.

Action News: And what are the markets each oil is recommended as excellent for?

Amatuzio: The HP Injector Oil is recommended as excellent for direct fuel injected, electronic fuel injected and carbureted outboard motors. The Interceptor Oil is recommended for snowmobiles, motorcycles, ATVs, personal watercraft and jet boats. The Dominator Oil is recommended for racing applications. And the two types of Saber Oil, Professional and Outboard, are recommended for small two-cycle power equipment and pre-mix outboards, respectively.

Action News: And these oils will replace the existing two-cycle oils?

Amatuzio: Yes. The HP Injector will replace the current 2-Cycle Injector. The Dominator Oil will replace the Series 2000 2-Cycle Oil. The Saber Professional and Saber Outboard will replace the 100:1 Pre-Mix 2-Cycle Oil. The Interceptor Oil is new to the line-up.

Action News: Will the current oils be discontinued completely?

Amatuzio: They will be available while supplies last.

Action News: It's a pretty aggressive marketing strategy to introduce a whole new line-up of two-cycle oils.

Amatuzio: Yes, it is. But we're an aggressive company. We have always stayed ahead of the curve when it comes to meeting the demands of modern engine design, and our two-cycle oils are no exception.

Action News: You've given the new oils an aggressive look, as well.

Amatuzio: Yes. Each has an aggressive identity. Think about it. Two-cycle engines are aggressive engines. They work hard, and the people who use them play hard and work hard. Names like Dominator, Interceptor and Saber speak directly to those people.

Action News: But it's not all in the name. Can it be assumed that these oils perform as advertised?

Amatuzio: Better than advertised. You can count on that.

Action News: Do you see a big market for these oils?

Amatuzio: A huge market. And it's a market where we've established a significant presence. Along with our Dealers, we've really capitalized on our snocross and supercross sponsorships. This year AMSOIL is the official oil of nearly every major snowmobile racing association in North America. We're also the official oil of the AMA Chevy Trucks U.S. Motocross Championships and have entered an agreement to become the presenting sponsor of the Loretta Lynn Amateur Motocross Nationals.

Action News: The new Torque-Drive™ Automatic Transmission Fluid is another interesting product. AMSOIL took a different approach with that product in terms of the formulation process. Talk a little about that.

Amatuzio: Castrol® manufactured a synthetic transmission fluid called TranSynd® in conjunction with Allison® to be used in heavy-duty Allison® transmissions. With the introduction of this oil, Allison® established the Technical Engineering Specification-295 (TES-295), and only operators using TES-295 oils can extend drain intervals according to Allison® recommendations in bulletin 1099C, and only those operators are eligible to purchase the Allison¨ extended transmission coverage (ETC) warranty. Although Castrol® has since made that product available to other marketers, manufacturers outside that limited sphere are handcuffed. To achieve TES-295 is virtually impossible because Allison¨ has not made the TES-295 test stand available and has not established the necessary formalized field trial protocol. Therefore, AMSOIL performed a reverse engineering process on TranSynd® to uncover its chemical make-up, and then formulated a product based on the same type of chemical technology. Our product is a TES-295 quality fluid.

Action News: And AMSOIL can claim TES-295 quality without having run the tests?

Amatuzio: Yes, because Allison® did run the tests on TranSynd® and AMSOIL successfully reverse engineered TranSynd,® creating a fluid based on the same type of technology. Both contain PAO, both contain ester, both contain enhanced additive systems and neither contains VI improvers. Not even sophisticated laboratory analysis can accurately measure the differences between Torque-Drive™ and TranSynd®.

Action News: What differences will Allison® customers notice when switching from TranSynd® to Torque-Drive™?

Amatuzio: The only difference they will notice is price. Torque-Drive™, at commercial prices, is considerably less than TranSynd®.

Action News: How about the warranty issue?

Amatuzio: The use of Torque-Drive™ will not affect the standard Allison® warranty for defects in material or workmanship, and may only be challenged if there is clear evidence of a lubricant-related failure, in which case AMSOIL provides full warranty coverage. Torque-Drive™ does not fulfill the Allison¨ warranty requirements for those customers who have already purchased the Allison¨ extended transmission coverage. This is a separate contract that binds the parties according to its terms. Customers who are considering purchasing the Allison® extended transmission coverage should be aware that it can be very costly, ranging from $235 per unit for one year in school busses equipped with 1000 model transmissions to as much as $4,000 per unit for three years in busses equipped with a B500R transmissions. Allison® customers need to ask themselves where the savings are if they have to pay big dollars for additional warranty coverage which forces them to use the most expensive transmission fluid available. If Allison® customers consider Torque-Drive™ as an alternative, they will find that the standard Allison® warranty for defects in material and workmanship is not compromised and AMSOIL provides additional warranty coverage for lubricant related failures indefinitely.

Action News: Thank you, Alan. Any other new products we should know about?

Amatuzio: There's always something brewing in our lab, but that can wait.

What is a 2- cycle engine?

Two- cycle motors provide one power impulse for every revolution from the crankshaft.
The terms "two- cycle" and "two- stroke" are usually inter- changed while speaking about 2- cycle engines. These engines derive their name from the quantity of directional shifts that the pistons make through each power stroke. Internal combustion engines can be used to produce mechanical power from the chemical energy contained in hydrocarbon fuels. The power- making part of the motor's operating cycle starts in the motor's cylinders using a compression process.Two-cycle motors deliver one power impulse for each revolution of the crankshaft.

Following this compression, the burning of the fuel- air mixture then releases the fuel's chemical energy and produces high- temperature, high- pressure combustion materials. These gases then expand within each cylinder and transfer work to the piston. Thus, as the engine is operated continuously, mechanical power is produced. Each upward or downward movement of the piston is called a stroke. You will find two commonly used internal combustion engine cycles: the two- stroke cycle and the four- stroke cycle.

The way 2- cycle engines different from 4- cycle engines?

A four- cycle engine needs four strokes of the piston(two up and two down) and two revolutions of the crankshaft to complete 1 combustion cycle and supply 1 power impulse.

A four-cycle engine requires four strokes of the piston (two up and two down) and two revolutions of the crankshaft to complete one combustion cycle and provide one power impulse.

The basic difference between two- cycle engines and four- cycle engines is in their gas exchange process, or more simply, the removing of the burned gases at the conclusion of each expansion process and the induction of a fresh mixture for the next cycle. The 2- cycle engine includes an expansion, or power stroke, in each cylinder during each revolution of the crankshaft. The exhaust and the charging processes occur simultaneously as the piston moves through its lowest or bottom center position.

In a 4- cycle engine, the burned gasses are initial displaced by the piston during an upward stroke, and next a fresh charge enters the cylinder in the course of the following downward stroke.

This means that 4- cycle engines require two complete turns of the crankshaft to make a power stroke, versus the single turn necessary in a two- cycle engine. In other words, two- cycle engines operate on 360 degrees of crankshaft rotation, whereas four- cycle engines operate on 720 degrees of crankshaft rotation.

Where are two-cycle engines used?

Two-cycle engines are inexpensive to build and operate when compared to four-cycle engines. They are lighter in weight and they can also produce a higher power-to-weight ratio. For these reasons, two-cycle engines are very useful in applications such as chainsaws, Weedeaters, outboards, lawnmowers and motorcycles, to name just a few. Two-cycle engines are also easier to start in cold temperatures. Part of this may be due to their design and the lack of an oil sump. This is a reason why these engines are also commonly used in snowmobiles and snow blowers.

Some advantages and disadvantages of two-cycle engines

Because two-cycle engines can effectively double the number of power strokes per unit time when compared to four-cycle engines, power output is increased. However, it does not increase by a factor of two. The outputs of two-cycle engines range from only 20 to 60 percent above those of equivalent-size four-cycle units. This lower than expected increase is a result of the poorer than ideal charging efficiency, or in other words, incomplete filling of the cylinder volume with fresh fuel and air. There is also a major disadvantage in this power transfer scenario. The higher frequency of combustion events in the two-cycle engine results in higher average heat transfer rates from the hot burned gases to the motor's combustion chamber walls. Higher temperatures and higher thermal stresses in the cylinder head (especially on the piston crown) result. Traditional two-cycle engines are also not highly efficient because a scavenging effect allows up to 30 percent of the unburned fuel/oil mixture into the exhaust. In addition, a portion of the exhaust gas remains in the combustion chamber during the cycle. These inefficiencies contribute to the power loss when compared to four-cycle engines and explains why two-cycle engines can achieve only up to 60 percent more power.

How are two-cycle engines lubricated?

Two-cycle motors are considered total-loss type lubricating systems. Because the crankcase is part of the intake process, it cannot act as an oil sump as is found on four-cycle engines. Lubricating traditional two-cycle engines is done by mixing the oil with the fuel. The oil is burned upon combustion of the air/fuel mixture. Direct Injection engines are different because the fuel is directly injected into the combustion chamber while the oil is injected directly into the crankcase. This process is efficient because the fuel is injected after the exhaust port closes, and therefore more complete combustion of fuel occurs and more power is developed. Direct injection engines have a higher power density than traditional two-cycle engines. Because the oil is directly injected into the crankcase, less oil is necessary and lower oil consumption results (80:1 range). Direct Injection motors have higher combustion temperatures, often up to 120F. They also require more lubricity than traditional two-cycle motors.

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