Jerry,
Your right on the mark!
For those worried about viscosity breakdown must understand this is a normal characteristic of lubricants and finding the actual TBN (total base number) of a lubricant is difficult and is the sole benchmark of the lubricants stability, multi-vis oils tend to be less stable than straight weights unless the manufacturer adds the correct stabilizer additives(expensive). No doubt VB occurs but determining at what point VB causes a problem on a given engine is better left to oil sample testing to baseline both the lubricant and wear particles.
Believe it or don't there are petroleum based oils that perform better than some synthetics!
A cooler running engine can be as bad as a hot running engine, it just tends to creep up on ya a little slower and whack ya when you least expect it, hmmm :nixweiss:piston/cylinder,crank,valve guide failure at 20-30k or at least excessive oil consumption, you know the guys you ride with that when they leave a light or when they shift you see that little puff of blue smoke! a little rattle here and there!
I see and talk to allot of guys about tuners and power commanders etc. and it seems results are all over the place, with the majority not happy or wanting more, i venture to say that most tuner shops and 98% of bike techs do not understand 4 or 5 gas technology and how that technology is the single most important technology for putting a tune together for performance, efficiency,drivability and engine longevity. And by far it is the best diagnostic tool a good tech can have. It is a fine line to find all 4 and those looking for pure maximum torque as the only benchmark of a good tune may be bragging about their numbers as the little gremlins do their dirty work.
Given most feedback systems tend to be slightly on the lean side and in most cases more fuel allows better performance on most engines, but this does come with a sacrifice in other areas.
Certainly i would be concerned with temps in the 260+ range and these could be a result of many possibilities from internal mechanical concerns to airflow issues, to engine management strategies. Many times it is believed to be a mechanical problem because that is what is obvious to the average tech, when in fact the mechanical failure is only the result of an underlying problem that goes unattended and eventually leads to additional mechanical failures. ( this is how products usually get a bad rap, owners get upset,excessive warranty claims and expense to the owner)
I am as much a gear head as the next guy and desire as much performance as possible, but i like to enjoy the performance and not be tinkering, adjusting, worrying and visiting the shop. RELIABILITY WITH PERFORMANCE is what separates the men from the boys in the tuner market.
Jerry is correct, too much information to a public that really does not understand the real technical aspects of what is happening is a troublesome thing. Heck just look at my ramblings!
But on the other hand thats what puts food on my table and buys my toys
Most of us should be happy with changing our own oil, bolting new chrome on,detailing our rides and leave the blackbox stuff to the pro's ( that for sure is a whole topic within itself)
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Topic: Trying to avoid 110 Engine Issues (Read 7980 times)