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Motorcycle Oil, Primary Fluid & Transmission Fluid: What’s The Difference?

Written by Charleen

The Fool Said I Can Use 20W-50 In All Three. What?

Some V-twin motorcycles, like modern Indian  and Victory  bikes, use a shared sump, meaning they use the same lubricant in the engine, transmission and primary chaincase. Most Harley Davidson motorcycles, however, use a separate sump for each lubricant. This presents Harley (Don’t forget about Davidson) owners with a choice: Use the same lubricant in all three areas of the bike, or use a separate lubricant formulated and labeled for each area. Here, we offer guidance for deciding what’s right

For the record, AMSOIL recommends AMSOIL 20W-50 Synthetic V-Twin Motorcycle Oil (MCV) in the engine, transmission and primary chaincase on most Harleys (consult the Motorcycle Product Guide at amsoil.com for specific recommendations). It offers…

  • Convenience. Riders buy and install one lubricant. This reduces cost and results in fewer half-used bottles of oil lying around the garage.
  • Simplicity. Remembering to buy one lubricant is far easier than remembering three.
  • Great all-around performance in all three areas of the bike.
  • It’s what the upper brass at AMSOIL use in their bikes.

We formulate 20W-50 Synthetic V-Twin Motorcycle Oil to be an excellent all around lubricant. It delivers outstanding engine protection due to its proven ability to fight wear, reduce heat, maintain cleanliness and prevent corrosion during storage.

See why the 50 weight qualifies as a 90 in the transmission. 

Synthetic V-Twin Motorcycle Oil also boasts a shear-stable formulation. It resists viscosity loss despite the intense pressure and churning action of high RPM transmission gears, allowing it to deliver reliable transmission protection. Synthetic V-Twin Motorcycle Oil meets JASO MA/MA2 standards and is wet-clutch compatible for excellent performance in the primary chaincase. Its frictional properties are dialed-in to allow the clutch plates to engage and disengage without loading or slipping for smooth shifts.

Despite these benefits, some riders question the practice of using one lubricant in all three areas of their bikes. They have a difficult time accepting that a motor oil can also protect the transmission and primary chaincase.

I don’t think so. My Mechanic always said you have to use different oils.  – That’s partially true…

If you believe this to not be true we make the separates for you. Debate free oil options! And yes, they are more dialed in.. This is why we offer Synthetic V-Twin Transmission Fluid (MVT) and Synthetic V-Twin Primary Fluid (MVP).

What are the differences?

In essence, Synthetic V-Twin Transmission Fluid and Synthetic V-Twin Primary Fluid are formulated to protect just one area of your bike rather than three. This specificity allows us to engineer each lubricant for its precise application.

Transmission Fluid

Synthetic V-Twin Transmission Fluid has a higher viscosity than 20W-50 Synthetic V-Twin Motorcycle Oil. A higher-viscosity, or “thicker,” lubricant can help quiet noisy transmission gears and enable smooth shifts. The lubricant develops a slightly thicker fluid film on gears, which provides cushion to help diminish loud “thunks” and gear noise.

Again, we realize that’s what people want and in some cases it’s beneficial to the gears but it’s slightly thicker than the OEM specifications or better put – on the high side of the range. The only real downside other than cost is less efficiency in cooler weather and a change in overall MPG.

Primary Fluid

Likewise, AMSOIL Synthetic V-Twin Primary Fluid is designed only to protect primary chaincase components. Its viscosity is similar to an SAE 50 motor oil. Formulating it as a straight-weight lubricant naturally offers an advantage in shear stability over other multi-viscosity lubricants. (AMSOIL 20W-50 Synthetic V-Twin Motorcycle Oil is absolutely shear stable and will not thin out from mechanical activity.) This helps the fluid remain thicker, which helps it cling to the compensator without being “flung off” as easily for maximum protection. In Harleys, the compensator acts as a shock absorber to prevent engine vibration from affecting the transmission. Compensator wear often leads to a knocking or ticking noise.

Synthetic V-Twin Primary Fluid also clings well to the chain for excellent wear protection. And its wet-clutch-compatible formulation meets JASO MA/MA2 requirements.

Many buy this because some bikes have issues shifting back to neutral. AMSOIL Primary Oil makes it much easier for the linkage to catch neutral when you need it.

One oil or three?

So, which is the better route for Harley owners? Either way you can’t go wrong but examine if you identify with the issues requiring the 2nd choices.

For riders who desire the simplicity and convenience of using one lubricant for all three areas, following our primary recommendation of 20W-50 Synthetic V-Twin Motorcycle Oil in all three areas is the best choice.

For riders who prefer lubricants dialed in for each area of their bikes and don’t mind a few extra bottles of oil lying around the garage, steer them toward our full line of V-twin lubricants.

Either way, they can’t go wrong. 

Ordering 605-274-2580

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What is a CVT Transmission?

Written by Charleen

CVT Transmission? How Does It work?

John Baker|

“CVT” stands for continuously variable transmission. A CVT transmission uses a pair of variable-diameter pulleys and a belt or chain to provide unlimited gear ratios.

How does a CVT work?

To illustrate, think of a traditional automatic or manual transmission. They’re built with a defined number of gears, for example first through sixth (plus reverse). The transmission can operate in only one gear at a time. You typically feel a slight surge with each gear change.

CVTs, however, offer unlimited gear ratios.

Take a look at the image. You can see the metal belt connecting the two pulleys. Depending on engine speed and load, the computer automatically varies the pulley sizes to ensure the optimal gear ratio for the driving conditions.

CVTs use variable-diameter pulleys to create unlimited gear ratios.

CVT transmission pros and cons

What good does that do?

Imagine pedaling a bike. As you approach a steep hill, you adjust the shifters so a smaller chainring attached to the pedals is driving a larger sprocket on the rear wheel. This reduces the effort required to move the bike.

When you reach a stretch of flat road, you adjust the gear ratio again so a larger chainring attached to the pedals is driving a smaller sprocket. This helps achieve the perfect balance between energy expended and bicycle speed.

The same principle applies to a CVT, except the computer does all the thinking for you. When starting from a dead stop, it varies the pulley diameters (smaller drive pulley and larger driven pulley) so the engine can move the car as efficiently as possible. As you accelerate, it continuously varies the pulley sizes to keep the engine in its “sweet spot,” which results in improved fuel economy. Plus, you never feel the gear engagements because, in effect, there aren’t any.

CVTs gaining in popularity – but there are negatives

These benefits are why many car makers, including Nissan, Honda and Toyota are introducing more vehicles with CVTs.

There are drawbacks, however, including the “rubber-band effect” (you rev the engine, yet it takes a moment for vehicle speed to catch up) and lack of driver involvement (zero fun). In addition, most CVTs’ relatively diminutive parts can’t handle the power and torque of the truck or SUV you use to tow your boat or camper, which is why you find them mostly on smaller cars. Although there are some exceptions, as the list shows, which shows popular vehicles with a CVT.

What cars have a CVT transmission?

  • Honda Accord
  • Honda HR-V
  • Mercedes-Benz A- and B-Class
  • Nissan Altima
  • Nissan Pathfinder
  • Subaru Forester
  • Subaru Impreza
  • Subaru Legacy
  • Subaru Outback
  • Toyota Camry
  • Toyota Highlander Hybrid
  • Toyota Prius

Slip into something special

One look at the guts of a CVT and you can’t help but wonder how the belt doesn’t just slip wildly over the pulleys.

Believe it or not, the transmission fluid plays a major role in ensuring the belt or chain remains in contact with the pulleys without slipping.

That’s why CVTs require specialized CVT transmissions fluids, and not the traditional automatic or manual transmission fluid you probably have in your garage. CVT transmission fluids must be formulated with the correct frictional requirements to guard against slipping. Using the wrong fluid will reduce performance and potentially wreck your transmission.

Wear protection also important

Solid wear protection is also vital to maximizing CVT performance and life. That’s why we designed AMSOIL Synthetic CVT Fluid to fight wear and help extend transmission life.

To demonstrate, we pitted AMSOIL Synthetic CVT Fluid against Nissan NS-2 CVT Fluid in a field trial. After 100,000 miles, the belt lubricated with AMSOIL Synthetic CVT Fluid demonstrated minimal wear, as you can see in the images. This helps you get the best performance and most life out of your CVT.

The belt lubricated with Nissan NS-2 CVT Fluid demonstrated increased wear.

Buy AMSOIL Synthetic CVT Fluid

While driving purists may initially scoff at the notion of a transmission that requires no driver input, many eventually warm up to CVTs’ increased gas mileage and smooth operability.

If you’re one of them, make sure you protect it with a good CVT transmission fluid.

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9 Tips for Safe Trailer Towing

Written by Charleen

9 Tips for Safe Trailer Towing

Ed Newman|

Friends of mine in Minneapolis were driving on Highway 35, talking about this and that, minding their own business, when – wham! A trailer carrying a boat slammed into their car.

The trailer had disconnected from the tow vehicle and darted across the median in a high-velocity trajectory that could have killed my friends had it not been a glancing blow. Though the shattering glass put them in the hospital, it could have been much worse.

It was an accident that shouldn’t have happened.

Safety tips for towing a trailer

One morning while driving to work I was thinking about this very topic and, right in front of me, I saw another towing accident. Someone towing his race car down Mesaba Ave. here in Duluth, Minn., caused a traffic jam when the stock car left the trailer and swept wildly into the midst of rush-hour traffic.

Again, it was an accident that shouldn’t have happened.

Whether it’s a boat, a house trailer or your trash to the dump, safely towing a trailer requires attention to detail.

Here are nine key points for safe trailer towing and long vehicle life

1) Know your weight limits

Make sure your trailer and whatever you’re hauling fall within the towing or hauling capacities of your vehicle. Check the owner’s manual to find the trailer types that your vehicle can haul and the maximum weight it can pull. Use the right trailer hitch and make sure it is hitched correctly.

2) Distribute weight evenly

If your trailer fishtails, back off the gas and see if it stops. If it continues when you accelerate again, check to see how the weight is distributed on the trailer. It may not be distributed evenly from side to side, or else it’s too far back to place sufficient load on the hitch ball.

Pro Tip: Try to carry 5-10 percent of the trailer load on the hitch. Redistribute the load as necessary before continuing.

3) Ensure the trailer lights work

Connect the brake and signal lights. Double check to make sure the trailer’s brakes, turn signals and tail lights are synchronized with the tow vehicle.

4) Properly inflate the tires

People I once knew suffered 17 tire blowouts while pulling a trailer from California to south Texas (true!). You’d think they would have figured out they had too much weight in the trailer.

In addition to staying within weight limits for your rig, be sure the tires are in good condition and properly inflated. Be sure to check your wheel bearings, too. An overheated bearing will sideline your rig as fast as a flat tire. Check out this video on bearing maintenance.

5) Know that your vehicle will handle differently

When towing, you’re operating a vehicle combination that’s longer and heavier than normal. Be sure to adjust your driving practices accordingly.

Backing up is tricky, but it’s a skill you can learn. Until you’re experienced, have someone direct you from outside in those tight spots or places where you have limited visibility.

Avoid sudden turns. I know – sounds obvious. But I was once the first person to an accident where someone decided at the last minute to take the exit instead of going straight. The car ended up upside down because the trailer had other ideas.

When it comes to towing accidents, don’t say, “It can’t happen to me.” Say instead, “It must not happen to me.”

6) Buckle your seat belt

In case your tow vehicle ends up upside down.

7) Trailer towing requires increased stopping distance

It’s a simple matter of physics. When towing, you have more momentum than you would without a trailer. Remember that stopping requires more time and distance. Avoid tailgating and pay attention to what’s happening a little farther down the road than you normally would.

8) Keep your head on a swivel

Maybe you forgot to fasten a chain, secure the hitch or tie down your payload properly. If you’re in a hurry to get home after a long trip, things like that can happen.

Once you’re on the road, frequently check your mirrors to make sure everything looks good back there. I know a boat owner whose yacht fell sideways on the highway halfway between Canada and Duluth, which is the middle of nowhere for those who’ve never been there. It turned out something wasn’t fastened properly.

9) Upgrade your transmission protection

Towing places enormous stress on a transmission. In fact, because of the intense heat, towing is probably the number-one killer of transmissions.

For this reason, the “towing package” on many trucks includes a transmission-oil cooler. It also helps to use a high-end synthetic lubricant. Synthetics reduce friction and provide better resistance to high heat, helping the tranny run cooler, shift confidently and last longer.

Shameless plug time: AMSOIL Signature Series Synthetic ATF handles heat so well, you can confidently double your vehicle manufacturer’s severe-service drain interval in passenger cars and light trucks.

Shop AMSOIL Synthetic Transmission Fluid

Stay safe out there!

Auto/Light Truck, , , ,

Should I Change Fluid in a Filled-for-Life Transmission?

Written by Charleen

What’s up with these “Filled-for-Life Transmissions”?

John Baker|

Casual motorists generally take no interest in crawling under their vehicles on a Saturday afternoon. And, when was the last time you heard someone express excitement over dropping their car off at the dealership for maintenance?

The automakers know this, which explains the proliferation of sealed, or filled-for-life, transmissions and differentials. Many vehicles also use “lifetime” factory fill fluids in these components that supposedly don’t require changing. Some transmissions and differentials don’t even include dipsticks or access plugs for checking the fluids.

The dirty little secret is that “filled-for-life” really means “filled for the life of the warranty.”

Suppose the “filled-for-life” transmission or differential on your truck fails after the factory warranty has expired. What do you think the dealership is going to do? That’s right – slide a bill across the counter to the tune of several thousand dollars.

It’s a good idea to change fluids in a filled-for-life or sealed transmission or differential at least once during its lifetime, and more often if you tow or haul. Here’s why.

Big power = increased heat

Modern vehicles are tougher on transmission fluid and gear lube than ever. For starters, the automakers are in an endless arms race to produce more power than the competition. All that added power has to go through the transmission and differential before reaching the wheels, yet modern transmissions are smaller and lighter than their predecessors. Meanwhile, the gears and bearings in most differentials remain unchanged despite the increased power they must handle.

This adds up to increased heat, and heat is one of the transmission fluid’s biggest enemies. It speeds the oxidation process and causes the fluid to chemically break down. Fluid that has broken down can cause sludge and varnish to form, which clogs narrow oil passages and can lead to stuck valves. Soon, your vehicle can begin to shift hard, hesitate or quit shifting altogether.

The situation is just as dire downstream of the tranny where heat and pressure wreak havoc inside the differential. Towing and hauling increase friction, which in turn increases heat. Extreme heat causes the gear lube to thin, reducing the effectiveness with which it keeps gear teeth separated and prevents wear. Thinner gear lube further increases friction, which causes heat to increase in a vicious cycle known as “thermal runaway.”

Lighter fluid, and less of it

Components also use lower-viscosity fluids to help boost fuel efficiency. That translates into thinner fluid protecting against intense heat and wear – not an easy task. In addition, many automakers use less gear lube than before to help reduce energy lost to friction and boost fuel economy.

Given such challenging conditions, what’s the best way to combat heat and stress to ensure your vehicle keeps running strong? Never change the fluids? Hardly.

“Filled-for-life” is misleading

In fact, your “lifetime” fluid may require changing if your driving habits full under the “severe” designation, which includes towing and hauling.

The differential in the 2016 Ford Super Duty 250, for example, is considered “filled for life.” However, the owner’s manual instructs you to change the fluid every 50,000 miles (80,467 km) in “severe” conditions and anytime the differential is submerged in water.

Did you hear that, anglers?

The 2017 Toyota Tundra likewise features a “filled-for-life” differential. But Toyota tells you to change fluid every 15,000 miles (24,140 km) if towing.

Complicating matters, some vehicles don’t even include a service schedule for changing transmission fluid. The Mazda CX-5 is one example. That doesn’t seem like a great idea if you plan to keep the vehicle past its factory warranty period.

For maximum life and best performance, change the “lifetime” fluid in your vehicle’s filled-for-life or sealed transmission or differential at least once, but more often if your driving conditions fall under the severe designation.

Changing fluid in these units may tax one’s mechanical aptitude, but it can be done. You likely need to visit the dealer or a mechanic since special tools can be required. Some manufacturers also prescribe complicated procedures spelled out in a service manual for changing fluids.

Anyone who has changed gear lube before – whether on a “filled-for-life” differential or traditional unit – knows the hassle involved: a tough-to-reach fill hole, gear lube spilled everywhere and bloody knuckles.

Find out how often to change gear lube here.

Our SEVERE GEAR easy-pack offers the perfect solution. Compared to rigid conical bottles that waste a quarter of the gear lube or more, our easy-pack offers the dexterity to maneuver around vehicle components and the flexibility to install nearly every drop of gear lube. It eases the process of changing gear lube, saving you time and hassle.

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