AMSOIL Synthetic Lubricants

Changing Over to Synthetic Oil

Some people have concerns about changing over to synthetic oil from conventional oil. Old wives tales say that "synthetics are not compatible with conventional oil" or "synthetics are too slick" or "synthetics will ruin your seals". Fortunately, these tales are false.

Good synthetic motor oils are fully compatible with any conventional motor oil. (Though you lose a lot of the benefits if you mix good synthetics with conventional oil.) They work great in any mechanically sound engine but will not fix existing problems...

As an example, high-mileage cars that have not been well maintained may have bad engine seals that are being plugged by sludge and varnish from conventional oil. A cleaner synthetic oil can clean out enough sludge and varnish for the bad seal(s) to start leaking more. In this case synthetic oil will not repair bad seals.

It is safe to switch to good synthetic oil as soon as the engine is broken in. So the first time oil is changed on a new car can be synthetic. (It doesn't actually hurt the engine to have synthetic in it sooner, it just takes longer to break in.)

When switching to a good synthetic motor oil in a car with over 25,000 miles, I strongly recommend using their Engine Flush product.  You put this in with the oil (one can per 5 quarts of oil) to clean out any sludge and varnish left by conventional oil.

I have been told by someone who sells industrial air compressors that they typically do not see the benefit of a change to synthetics until the second change. They cannot chemically flush their compressors, so the first change just cleans out any reside and quickly gets dirty. Engine Flush allows you to get maximum benefit out of your first good synthetic motor oil change.

If you want to switch to good synthetic motor oil on a car with more than 150,000 miles, make sure that it has been well maintained. I switched two vehicles over to a good synthetic motor oil with over 150,000 miles on each without any problems, knowing that they had been well maintained (by me) for at least the last 80,000 miles.

I have had great luck changing to synthetic oil. If you switch to a good synthetic motor oil, I am sure that you will be pleased with your decision because of the great benefits of some of these products.

To Be Considered a "Good" lubricant, an Oil Must Prevent Wear

Modern day oils are complex, chemically engineered compounds that have improved upon refined crude oil. Modern oils are designed and chemically manufactured to achieve specific traits and properties necessary for use in current automobiles. But many of the basics of lubricants and lubrication are as important today as they were fifty years ago.

To begin with, motor oils must perform some of the same basic functions today as they did years ago. All of these functions are considered when designing any motor oil, whether it will be a synthetic or mineral-based oil.

Once you have started the engine, the oil pump is circulating the oil to the engine parts.

The oil must now prevent the metal-to-metal contact that would result in wear to the moving parts.

Once the engine is running, the oil must prevent metal-to-metal contact by establishing a complete and unbroken film of oil on all critical surfaces. This is what lubrication engineers call full-film lubrication.

Just about any liquid can be called on to provide full-film lubrication under hydrodynamic conditions, such as exist between moving parts (think of tires hydroplaning on a wet street).

However, motor oils must also lubricate and prevent wear. This can be more of a challenge in temperature extremes. Oil that does not flow well in cold temperatures will leave parts of the engine with no protection, and oil that burns off and becomes too fluid will leave little protection in high temperatures. The goal of an oil is to provide constant full-film lubrication to an engine’s components. This type of lubrication occurs when the moving surfaces are continuously separated by a film of oil. Crankshaft bearings as well as connecting rods, cam-shafts and piston rings normally operate with full-film lubrication. Boundary lubrication occurs when it is moving parts and intermittent metal-to-metal contact results. Additives can greatly reduce the amount of damage that can occur during boundary lubrication. Boundary lubrication conditions always exist during engine starting and often during the operation of a new or rebuilt engine.

Synthetic oils have proven themselves to be superior to conventional oils.  This has been proven many times through a test called the 4-ball wear test. 

These test results are usually obtained by an independent testing lab. The 4-ball wear test is a standard ASTM test for determining a lubricants ability to prevent wear. The test is torturous to accelerate wear and produce wear scars between moving ball bearings under load, so a determination of long term wear prevention can be assessed.

In independent tests, AMSOIL Synthetic engine oils produce the smallest wear scars and provides wear protection SUPERIOR to all other oils, whether conventional or synthetic! It actually SLOWS DOWN the wear and aging in your engine and will make it last much longer than normal, not to mention significantly better performance and fuel economy.

Full-film lubrication occurs when the moving surfaces are continuously separated by a film of oil. The viscosity of the oil must remain high enough to prevent metal-to-metal contact. Wear will only occur if the surface is scratched by particles thicker then the oil film as well as substantially harder than the bearing surfaces. Crankshaft bearings, connecting rods, camshaft, and piston pins normally operate with full-film lubrication.

It is what happens when the two pieces of metal stop moving (hydrostatic conditions) that interests us (such as when the piston reaches dead center, and the rings stop relative to the cylinder walls).

Anytime there is metal-to-metal contact, such as during starting when it is almost impossible to maintain full-film lubrication, the situation is termed "boundary lubrication". When this occurs, the friction generated between the surfaces can produce enough heat to temporarily fuse metals together. You might say boundary lubrication is a fact of death in engines.

Another good reason to stop this initial wear is that it then makes subsequent wear less of a problem. For example, even a small amount of primary wear will result in rough spots on the mating surfaces and metal particles in the lubricant. Rough spots wear faster than smooth metal, aided by the dislodged wear particles that are roaming around looking for trouble. This is called secondary wear, because it would not have occurred but for the primary wear.

If you can eliminate the primary wear, and the secondary (and tertiary, etc.) wear problem (improving filtration efficiency) the wear problem ceases to exist.

Over 100 years of real life experience with internal combustion engines the "Conventional" oil companies found that the "ideal" motor oil viscosity is equivalent to SAE 30 oil at normal operating temperatures and normal operating speeds. This oil viscosity prevents metal-to-metal contact by establishing a complete and unbroken film of oil on all critical surfaces at oil temperature ranging from 190°F to 220°F and at typical engine speeds in 2,500 to 4,000 RPM range the full-film lubrication is successfully maintained.

At lower speeds such as those encountered in Heavy Duty Diesels, SAE 40 oil is much better, while in high revving motorcycle or racing engines SAE 20 or even a thinner oil is required.

As engine speed increases the viscosity must be reduced and when engine speed is reduced or load increased the viscosity must be increased. The oil viscosity and engine speed therefore have inverse mathematical relationship.

However, metal to metal contact ALWAYS occurs when petroleum oil is used and therefore various additives must be blended into the lubricant to prevent excessive wear during this boundary operation.

These additives are however also depleted over time and can also chemically "etch" the surface. Although some chemical Additives prevent a mechanical wear, they will actually cause a "chemical" wear.

Conventional Petroleum Oil therefore does not eliminate wear, even with Additives, it only reduces it to an "acceptable" level. 

One other issue that affects wear is making sure that the metal surfaces have an adequate lubricant covering at the time the engine is started.  Everytime you start your engine there is a brief moment before oil pressure is present in the engine. Experts agree that this is when the majority of the mechanical wear occurs.  Dry Starts may occur in as little as a few hours.

Over 80-90% of all engine wear occurs in the first 5-10 seconds when it is first started. Lack of lubrication causes friction, which causes the wear and damage that occurs. This damage is accelerated by the length of time between engine starts.

Pre-lubrication will increase engine life, reduce maintenance, decreased friction allows easier starting from the reduced current draw needed by the starter.

The resulting wear is accumulative... the "Dry Starting" of the engine causes "metal-to-metal" friction at initial startup, however pre-lubrication of the engines with oil eliminates the normal scuffing and friction. "Dry Start" wear is Preventable...

One way to address this problem is the AMS-Oiler™ pre-charger which effectively puts an end to dry-engine starting. Motor oil is injected directly on the engine bearings and other wear-sensitive surfaces upon turning the ignition key. Its rugged construction withstands severe service and platforms reliably in any personal, commercial or industrial application. Outperforms gas and air-charge systems. Mechanical life cycle exceeds one million engine starts, with no maintenance required.

Want to Save 20-25% on Top Quality Lube Products? Try the Preferred Customer program

Many individuals are looking for ways to purchase quality AMSOIL synthetic products at a discount.  The AMSOIL Preferred Customer program exists for that very reason.

The Preferred Customer Program provides individuals the opportunity to purchase AMSOIL products at wholesale prices (Dealer Cost) without the responsibilities of owning an AMSOIL business.

If you purchase $100 of AMSOIL products annually, you will save money.
Preferred Customers pay $10 for a 6-month membership ($20 for subsequent 12-month memberships) and receive an information kit from AMSOIL Inc.

Your Preferred Customer kit includes

• the Dealer/Preferred Customer price list,
• product catalog,
• oil and air filter application guide, and
• a subscription to the monthly dealer publication "Action News".

Preferred Customers are buyers only. No signatures or social security numbers are required and Preferred Customers do not sponsor new Dealers, register accounts or receive commission checks.

The Preferred Customer Program is designed specifically for those fans of AMSOIL products who wish to purchase AMSOIL Products for their own use at wholesale prices.

How Do You Benefit from Becoming a Preferred Customer?

• Preferred Customers buy AMSOIL Products at Dealer cost, from 15-25% less than retail prices, and there are no minimum purchase requirements.
• Preferred Customers receive an information kit which contains a complete wholesale price list, air and oil filter application guide, and other literature.
• Preferred Customers do not have to sign the Dealer Contract or provide social security numbers.
• Preferred Customers may become Dealers at any time. (I can supply you with the PCM to Dealer upgrade forms).
• Preferred Customers have none of the responsibility of owning a business.
• Preferred Customers experience all the benefits of AMSOIL products.
• Preferred Customers receive the Action News magazine so they are continually educated on new products, racing news and test results.
• AMSOIL products are shipped from the AMSOIL Distribution Center nearest you. If convenient, save shipping charges by picking up your orders from the AMSOIL Distribution Center nearest you. Click here for AMSOIL Distribution Center locations.

It's really easy to become a Preferred Customer too.  See our "3 Easy Steps"

Does this sound good to you?  If so, click on this link and you will be taken to the Preferred Customer sign up page

AMSOIL & API Licensing

This article was written by AMSOIL Inc. and is re-printed here so you will have a full understanding of API ratings and why not all AMSOIL lubricants are API rated.

Q. Why aren't all AMSOIL motor oils API licensed 

A. Good question. AMSOIL staffers have recently read some message boards with misinformation regarding this issue. Let us address API licensing in depth, as well as the issue of warranties. Some AMSOIL motor oils are API licensed, some are not. If you're concerned about your warranty and feel pressures to use an API licensed oil, even after reading this answer, then the 5W-30 (XLF) or 10W-30 (XLT) XL-7500 or our 15W-40 (PCO) API licensed oils should be your choice. If you are looking for an alternative to frequent oil changes or just want the best performing oil for your car, then one of our top tier non-API licensed synthetic oils are for you. Read on, and decide for yourself. 

API Licensing - Passenger Cars - What is it? 

An API (American Petroleum Institute) license indicates that a specific motor oil formulation has passed the minimum performance standards as defined by a series of laboratory bench, physical, chemical and engine tests. These tests were selected and minimum performance standards were set by the API Lubricants Committee to address specific areas such as engine wear, deposits, fuel economy, emissions, etc. The committee is comprised of representatives from automobile, oil and additive companies. The current specification is SJ/GF-2, and in July 2001 the first use of SL/GF-3 will begin.

Costs

The cost for running a test program for a single passenger car motor oil formulation is from $125,000 to $300,000, depending on if the formula passes the tests the first time through or requires multiple test runs or formula modifications to achieve a passing average. (That amount goes to $275,000 to $500,000 for a Heavy Duty Diesel licensing program on a specific formula.) Once that testing is complete and the formula has passed all of the minimum requirements, it can be licensed for $825 per year for non-members and $625 per year for members. There is also a small royalty fee per gallon sold for all gallons over one million. The length of time between new specifications is now approximately 2 to 3 years, which does not allow a great deal of time to recover testing costs.

Who Licenses What Formulas? 

Additive companies, such as Lubrizol, Ethyl,, Infinium and Oronite, develop licensed formulas that they offer to oil companies to re-license. It is inexpensive to re-license one of these formulas, and the majority of oil companies choose to do this to avoid the costs associated with testing. This, however, tends to commoditize the market. The same chemistry is being sold under many brand names. Most of the major oil companies do have their own proprietary formulas developed, tested and licensed. All of AMSOIL Inc.'s lubricant formulas are unique and proprietary.

Flexibility In Manufacturing An API Licensed Formula 

API licensing was originally developed for mineral based oils, and it affords these oils more flexibility than synthetic oils.

Mineral oils comprised of group I and Group II petroleum basestocks may use a simple program called basestock interchange for added flexibility in manufacturing and purchasing. Interchange means that by completing the proper paperwork and running a few minor engine tests an oil company can choose to buy these petroleum basestocks from many different suppliers. This ensures adequate supply and competitive pricing. However, basestock interchange for Group III and V synthetic basestocks is not allowed. For example, if a formula was tested with an ester (Group V) basestock from a specific supplier, then anyone blending that formula must buy only that supplier's ester. Complete engine testing would need to be performed on the formula using another supplier's ester before an oil company could buy it from that alternative supplier. This additional testing is normally not performed because of the associated costs. This inflexibility makes it very difficult for synthetic lubricant manufacturers to negotiate prices with synthetic basestock suppliers.

There is also something called viscosity grade read-across. Fortunately, this applies to both petroleum and synthetic basestocks although the better cold temperature performance of synthetics makes it more difficult to achieve in some situations. (That's another whole story.) What this means is that if you properly formulate the lubricant for which you have run all of the API tests, there are guidelines that allow you to use that same formula to make 0W-30, 5W-30, 10W-30, etc. viscosity motor oil.

Finally, there is a rule for substitutions in the CMA (Chemical Manufacturers Association) code of practice that allows a small degree of flexibility for all formulas. It allows a company to change the percentages of components in the formula by varying amounts from the original formula with limited testing and paperwork requirements. For example, if the licensed formula used 10% of a certain V.I. improver, you would have the ability to utilize from 9% to 11% of the same V.I. improver for your formula.

Key Limitations For API Licensed Formulas 

Phosphorous content - .10% maximum
(API SL; 0W-20, 5W-20, 0W-30, 5W-30, 10W-30 viscosity grades, only)

NOACK volatility - 15% maximum

The prevalent sources of phosphorous in motor oils are additives called zinc dithiophosphates (ZDTPs). Currently, these versatile additives act as oxidation/corrosion inhibitors and aid in the ability of a lubricant to reduce wear. The automobile manufacturers, however, have demanded that lubricants contain a maximum of only .10% phosphorous. Their reason is that some manufacturers believe that higher phosphorous content levels will poison the catalytic converters on their cars before they reach 150,000 miles, which is the number of miles that their vehicles will be required to pass EPA emission standards. There has not been total agreement within the automotive and lubrication industry about whether phosphorous levels over .10% actually do harm catalytic converters in the long run. What they have failed to make allowances for is the NOACK volatility of an oil.

The maximum allowable NOACK volatility percentage for the new SL/GF-3 passenger car motor oil specification is 15%. Most of AMSOIL motor oils are in the 5% to 8% NOACK volatility range. Studies have shown there is a correlation between NOACK volatility, oil consumption and the amount of phosphorous from motor oil that will end up in the exhaust gasses. Therefore, oils with higher levels of phosphorous but with low volatility, such as AMSOIL motor oils, present no more risk to catalytic converters than low phosphorous oils with higher NOACK volatility. This has also been demonstrated for years in actual application through state mandated exhaust gas testing on our Dealers' and customers' high mileage vehicles using AMSOIL synthetic motor oils. State inspectors are continually amazed at the low emissions levels generated by vehicles using AMSOIL products. So much for poisoning catalytic converters.

AMSOIL INC. has determined that the reduced wear and extended drain intervals achievable with phosphorous levels higher than the API limit of .10% are real benefits for the consumer, and pose no risk to catalytic converters. AMSOIL motor oils, except for the API licensed XL-7500 5W-30 and 10W-30 viscosity grades, all have greater than .10% phosphorous levels, and therefore, cannot be API licensed.

Why Some AMSOIL Synthetic Motor Oils Are API Licensed And Some Are Not

1. Full API licensing puts AMSOIL INC. in an inflexible position. Not only would we find it necessary to buy formula components from specific vendors and be at the mercy of their pricing, we would not be able to make any major improvements to the lubricant formulas for 2 to 3 years, without new testing and the associated costs. To solve this problem, the API must establish basestock interchange guidelines for synthetic basestocks just as they have for other basestocks, as well as develop interchange guidelines for other components too.

2. Full API licensing would impose strict phosphorous limitations on our motor oils. This limitation is the main reason most AMSOIL motor oils are not API licensed. AMSOIL INC. currently disagrees with this limitation and feels strongly that the reduced wear and longer oil and additive life achieved through higher levels of properly balanced phosphorous content is more important than the arbitrary API phosphorous limit that does not give any consideration to the NOACK volatility level of an oil. When chemistry is developed that will provide superior engine wear protection with reduced phosphorous levels, or Noack volatility considerations are put in place, then the phosphorous level will become a non-issue.

Warranties And API Licensed Motor Oils 

Fortunately, the law does not allow manufacturers to "void your warranty" simply because of the brand of oil you use, the specifications it meets or the miles you drive between oil changes. To be specific, they cannot deny to fix your broken radio, faulty valve or cracked piston because you used an AMSOIL non-API licensed motor oil, or because you've gone more than 3000 miles since your last oil change. Denial of warranty coverage must be specifically due to an oil related failure. All courts of law will find against any manufacturer or dealership that tries these warranty shenanigans. If any automobile dealership insinuates that your warranty will be void if you use AMSOIL products or utilize extended drain intervals, let AMSOIL INC. know the name of the Dealership, the address, the owner's name and the name of the employee that made this statement. Mail to:  

AMSOIL INC.
Attention: Technical Services Department
AMSOIL Building
Superior, WI 54880
or e-mail to tech@amsoil.com.

They will almost never put it in writing, but if they do, please send us a copy of that, too. Either way, we will send them a letter informing them cease the intimidation of our customers.

Only if the oil is determined to be the direct cause of the engine problem can a manufacturer or dealership deny warranty coverage for that specific problem. In this situation the AMSOIL warranty would apply, and the AMSOIL Technical Services Department would assist you in processing your claim and in getting the vehicle repaired. That's our pledge to you. AMSOIL INC. sells millions of gallons of oil per year and warranty claims are a rare occurrence. If you ever have a warranty problem with an automobile manufacturer or dealership, AMSOIL will assist you by analyzing the problem and providing data supporting the fact that repairs should be made under the vehicle manufacturer's warranty. If this does not resolve the problem, AMSOIL will submit a claim with our insurance company and request that an adjuster have the vehicle repaired and pursue legal settlement later if necessary. The fact is there never has been an engine failure attributed to the non-performance of AMSOIL products, and we do not expect there ever will be. If it ever did, both AMSOIL and our insurance company would make certain your problem was resolved.

How Does AMSOIL INC. Ensure Their Products Meet Or Exceed The Minimum Specifications Of The Tests Required For API Licensing?

First, AMSOIL INC. works closely with major additive companies to select the top performing, and usually most expensive, passenger car and heavy duty diesel motor oil additives. These additives have already passed all of the API licensing requirements in a petroleum or synthetic based formulation. Then we work with the additive company to maximize the amount of additive used and to boost the additive package in selected performance areas to achieve an optimum performing additive package for reduced wear and extended drain intervals. This is unlike the vast majority of companies who, because additives are expensive, use the minimum amount of the least expensive additives required to meet the minimum API requirements.

We then utilize a blend of synthetic basestocks with known performance characteristics as a replacement for the petroleum basestocks to optimize performance in areas of lubricity, volatility, viscosity index, oxidation and nitration resistance, pour points, flash points, deposit control, soot handling, emissions, etc. We also will utilize a highly shear stable V.I. improver to ensure viscosity retention throughout extended drain intervals. This replaces the inexpensive and less shear stable V.I. improver used in the API licensed petroleum formula. We do laboratory bench tests before running field tests to verify the superiority of the synthetic formula in actual use. We also continue to monitor the performance of the oil through close scrutiny of tens of thousands of oil analysis tests per year across a wide variety of vehicles all around North America and the World. AMSOIL INC. has been collecting used synthetic oil samples from passenger cars since 1982. No other oil company has such a vast data base of the performance of synthetic lubricants over extended drain intervals.

AMSOIL Inc.'s products and formulations outperform API licensed oils. They're engineered that way. Period.

Conclusion

AMSOIL INC. takes pride in never having conformed to industry norms or standards when those standards are contrary to peak performance. We introduced synthetics to the automotive world in 1972 with the first synthetic motor oil to exceed API performance specifications. At that time other manufacturers refused to recognize the superior performance of synthetic motor oils. Now, however, most companies sell synthetic lubricants, vehicles are factory filled with synthetic motor oils and gear lubes, and some manufacturers even offer extended warranties if you use synthetics. AMSOIL has always offered extended drain intervals because the oil was capable of performing for extended drains, and it was the right thing to do for the consumer. Now the entire industry is moving in that direction. Ironically, it was recently published that automotive manufacturers will be recommending extended drain intervals of up to 15,000 miles in the near future because that's what consumers want.

AMSOIL is a company of firsts. That doesn't happen by always conforming to industry norms and standards.

API licensing of lubricants is voluntary, and it ensures automobile manufacturers and consumers that the product meets a set of minimum standards. Should these standards, in the future, be raised to a level consistent with AMSOIL's standards for motor oil performance, AMSOIL will consider licensing all oils. For those that feel pressured to use an API licensed product, we have them and encourage you to use them (XLT, XLF and PCO). AMSOIL does offer better performing motor oils that are not API licensed for all of the reasons explained in this response. They provide our customers with alternatives to the commodity products typically available in the market today. If you want the convenience of extended drain intervals or the top performance from your vehicle, AMSOIL has taken time to engineer the very best money can buy.

What's in your Oil?

I received this article courtesy of Wayne (Amsoilman) over at the Cummins Diesel Forum.  It is a good tutorial on lubrication basics that I thought was worth sharing.  Enjoy...

Lubrication Additives in Oils

• Additives
  
  Definition- Materials added to a basestock to change and/or impart new properties, Characteristics or performance which the basestock alone cannot provide.
  
• Antifoam Agents - Help to reduce air bubbles suspended within a lubricant. Silicone is a Common antifoam agent.
  
  Foaming is attributed to mechanical operating conditions producing turbulence in the presence of air. Foaming can also be caused by air leaks. The presence of water and surface active materials such as rust preventatives, detergents, etc. can also cause foaming.
  
  Excessive antifoam agent will also lead to air entrainment (foaming), which causes lubrication Protection problems.
  
• Antiwar Agents - Additives or their reaction products, which form thin, tenacious films on loaded parts to prevent metal-to-metal contact.
  
  Antiwar agents help to reduce friction, wear, scuffing and scoring under boundary lubrication Conditions.
  
  Zinc dithiophosphate and polar molecules such as fatty oils, acids and esters provide antiwar Protection.

• Extreme Pressure (EP) Agents - Additives or their reaction products, which form thin, tenacious Films on heavily loaded or shock, loaded parts to prevent metal-to-metal contact. 
  
  Sulfur containing additives have excellent EP characteristics. Sulfur compounds form sacrificial materials, so wear occur between the sulfurized films instead of the gear teeth.

• Rust and Corrosion Inhibitors - Additives that form protective films on metal surfaces to protect against chemical attack by water and/or other contaminants.
  
  Zinc dithiophosphates (ZDP) are the most common rust and corrosion inhibitors.
  
• Oxidation Inhibitors - Additives that increase a lubricant's oxidation resistance.
  
  Oxidation -Oil heated in the presence of air oxidizes. As a result of this oxidation, viscosity and acid formation increase. Deposits such as varnish and lacquer form on hot metal surfaces and may further oxidize to form sludge and hard carbonaceous materials.
  
  Oxidation increases exponentially as temperature increases. Large amounts of air (oxygen) also increase the oxidation rate. Materials such as metals (copper) and acids act as catalytic agents or oxidation promoters.

• Detergents - are added to fuels or lubricants to minimize deposit formation in the hot parts of an engine. The most commonly used detergents in motor oil formulations are metallic (ash) Soaps with reserve basicity to neutralize acids formed during combustion
  
  Detergents are generally used in conjunction with dispersants. ZPD is commonly used as a detergent.

• Dispersants (nonmetallic/ashless) - Additives that help keep solid contaminants in suspension within a lubricant to prevent sludge, varnish and other carbon deposits from forming on engine parts and prevent agglomeration into larger, potentially dangerous particles.
  
• Pour Point Depressants - Polymers that inhibit the formation of a wax crystal structure at low temperatures. Crystallized wax prevents oil flow.
  
• Viscosity Index Improvers (VII) - Long chain, high molecular weight polymers that function by increasing the relative viscosity of an oil more at high temperatures than at low temperatures. 
  
  Viscosity index improvers "coil" at cold temperatures and "uncoil" as temperature increases. Uncoiling makes the molecules larger which increases their viscosity characteristics; therefore, reducing the overall viscosity loss of the fluid.
  
  The long molecules in viscosity index improvers can be subject to shearing in service.
  
  Viscosity Index Improvers - Shear breakdown occurs in two ways.
  
  1.Permanent shear occurs when shear stress ruptures long molecules converting them into lower weight molecules.
  2.Temporary shear occurs when long molecules align themselves in the direction of the stress so there is less resistance to flow. When the stress is removed, the molecules return to their random arrangement and the temporary viscosity loss is recovered.
  3.Permanent VII shearing can cause ring sticking, increased oil consumption and viscosity loss.

• Friction Modifiers - Additives that alter the coefficient of friction.
  
  Organic fatty acid and amides, lard oil, high molecular weight organic phosphorus and phosphoric acid esters are common friction modifiers.
  
  Suspended solids (Teflon, PTFE, graphite, and moly) sometimes are also used as friction modifiers.

Could using AMSOIL motor oil void my new vehicle warranty?

                                ******  Warranty Laws  ******
Could using AMSOIL motor oil void your new vehicle warranty?

Absolutely not.  Vehicle manufacturers recommend using motor oils meeting certain  grades and American Petroleum Institute service requirements. Whether the motor oil is petroleum based or synthetic will not affect warranty coverage.  The manufacturer is required to cover all equipment failures it would normally cover as long as the oil meets the requirements and was not the cause of the failure.  AMSOIL exceeds these requirements and has never been deemed the cause of an engines failure.  Even so, AMSOIL has its own limited warranty, protecting you even further.  In addition,  the federally mandated Magnuson-Moss Act states that a manufacturer may not require the use of a specific brand of aftermarket product unless it is provided free of charge.

* If a car dealership, service center or other business states that using AMSOIL will void your new vehicle warranty, ask for that statement in writing and send it to AMSOIL Technical Services (AMSOIL Inc., AMSOIL Bldg, Superior, WI 54880). If the business won't provide the statement in writing send AMSOIL Technical Services a letter identifying who made the statement, the name and location of the business and what the specific statement was.  AMSOIL will then send a letter to the business informing them that their position is inaccurate, and, in fact violates existing law. Your name will be held in confidence.

Could your new vehicle warranty be voided if you don't change your oil according to the manufacturers recommended change intervals, such as when using AMSOIL?
Absolutely not.  AMSOIL synthetic motor oils are guaranteed to run 25,000 miles to 35,000 miles (Series 2000 Severe Service 0W-30 oil) or one year in mechanically sound engines, providing, of course the oil is kept free of contaminants by changing the oil filter according to the manufacturer's recommendation or when using  an AMSOIL Super Duty oil filter changing the filter at 6 months or 12,500 miles (for gasoline engines), whichever comes first.  If using the AMSOIL Dual-Remote or Dual-Gard By-Pass Filtration unit then the oil and By-Pass filter is changed as indicated by oil analysis testing.  AMSOIL coined the phrase "extended drain interval" and it has been validated by over 30 years of industry testing and tens of thousands of motorists and millions of over-the-road miles.

AMSOIL synthetic motor oils provide extended drain performance because they don't break down in heat like conventional motor oils do.  AMSOIL motor oils don't form performance-robbing deposits, and don't volatize (burn off), which alters viscosity and increases oil consumption.  Finally, AMSOIL's superior additive package, a key element in the oil's ability to function, holds up under engine stresses, remaining serviceable for the full 25,000 to 35,000 miles, or indefinitely when AMSOIL By-Pass Filtration and oil analysis is used.

Additionally, if there is ever a question of whether or not a particular oil was the cause of an engine failure make sure to get a sample of the used oil in a clean bottle, typically 6 oz. minimum.  The oil can then be sent to two independent testing labs for analysis (* labs are located throughout the country).  Remember, an informed consumer is your best defense against being taken advantage of by a vehicle dealership or service center.

Only if an oil is determined to be the direct cause of an engine problem can a manufacturer or dealership deny warranty coverage for that specific problem. In this situation the AMSOIL warranty would apply, and the AMSOIL Technical Services Department would assist you in processing your claim and getting your vehicle repaired. That's AMSOIL's pledge to you. AMSOIL Inc. sells millions of gallons of oil per year and warranty claims are a rare occurrence. If you ever have a warranty problem with an automobile manufacturer (or snowmobile, boat, RV, motorcycle, etc...) or dealership, AMSOIL will assist you by analyzing the problem and providing data supporting the fact that repairs should be made under the vehicle manufacturer's warranty.  If this does not resolve the problem. AMSOIL will submit a claim with their insurance company and request that an adjuster have the vehicle repaired and pursue legal settlement later if necessary. The fact is there never has been an engine failure attributed to the non-performance of AMSOIL products, and we do not expect there ever will be. If it ever did, both AMSOIL and their insurance company would make certain your problem was resolved.