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There is some glitch in the automated system that won't let me. I tried numerous times on numerous visits but each time it says cc verification denied and there is nothing wrong with the cc's and I tried several in very good standing.
Also, the "Refunds and Cancellations Policy" link leads back to the "Side X Side Forum Advertising" page. In other words, can't find that info.
I tried again today, same thing "Card authorization failed. Your order could not be processed."
I was not pushing Polaris oil, just telling him what the manual says.
Polaris oils are made for them by a custom bottler in Minnesota called LubeTech which blends, bottles and custom labels for a many Powersports and small engine oem's like Arctic Cat, Husqvarna and others. The have names for their lube designed so as the consumer can not decipher just what the lube is and is a common equivalent.
I have many customers riding Polaris equipment, buddy has a 1999 6x6 he bought new, another had a 2004 crew.
I too read about the NAD case, when it was taking place. I get many of the trade magazines.
Polaris says you should ONLY use a 0W-40 Synthetic Oil.
Use only 0W-40.
You need 2 qts to change.
btw - AMSOIL is a PAO Group IV oil.
castrol/mobile one law suite a while back
fyi - Mobil simply filed a complaint with the National Advertising Division of the Better Business Bureau in the US claiming that Castrol was engaging in false advertising by calling Syntec "full synthetic" since it was now being made with Group III base oil. Castrol was able to present enough "evidence" to convince the NAD that Group III base oil could legitimately be called synthetic, so they rulled in Castrol's favor. This ruling has no "legal" standing. It merely means that as far as the NAD is concerned, an oil company is not falsely advertising an oil as "full synthetic" if that oil is made from Group III base oil.
I read somewhere (another forum) that synthetics will not work with the Rhino clutch.
No truth what so ever. They only say that because they really don't know what they are talking about.
Do people really know what synthetic oil is?
Here is a simple explanation.
Synthetic lubricants are chemically engineered from pure chemicals rather than refined from crude oil. That gives them significant advantages over refined oils. The base stocks from which synthetic lubricants are made feature uniform and smooth molecular structures, which ensures low friction as lubricant layers slide across one another. Reduced friction increases energy through-put for greater fuel efficiency and power, and reduces heat and wear for longer equipment life. Molecular uniformity also helps synthetics resist thinning in heat and thickening in cold, which helps them protect better than refined oils over a system’s operating temperature range and helps ensure secure sealing.
Conventional oils – the oils most people are familiar with – are refined from crude oil. Refining is a process of physically separating light oil components from heavy ones. Crude oil contains a full range of different kinds of molecules. Many are similar in weight but not in structure. The refining process cannot distinguish such molecules, so a wide assortment of molecules is present in a finished lubricant made from crude oil stocks.
Power Sports/Motor Cycle Oil info
Energy Conserving: The “Energy Conserving” designation applies to oils intended for gasoline-engine cars, vans, and light trucks. Widespread use of “Energy Conserving” oils may result in an overall savings of fuel in the vehicle fleet as a whole.
DO NOT USE "ENERGY CONSERVING" OILS IN WET CLUTCH APPLICATIONS
FRICTION MODIFIER
Definition: Additives that reduce the friction of moving engine parts or oil flow in the engine.
Though 4-cycle motorcycle/powersports engines may be considered more similar to automobile engines than 2-stroke motorcycle engines, they still have very different performance requirements. Historically, 4-stroke motorcycles have had problems with gear pitting wear in the transmissions and clutch slippage. In many cases, this can be directly attributed to the oil used. Most automotive engine oil is developed to minimize friction and maximize fuel economy. Since the oil for many 4-stroke motorcycles is circulated not only through the engine [as with an automobile], but also through the transmission and clutch, different characteristics are required of the oil. First, a certain amount of friction is necessary to prevent clutch slippage. Second, the oil needs to prevent wear and pitting in the gears of the transmission. These and other essential characteristics are addressed in the standards developed by JASO for 4-stroke engines.
As with the 2-stroke classification, the JASO 4-stroke classification is also divided into grades, MA, MA2 and MB. MB is lower friction oil, while MA is relatively higher friction oil. Other than friction, the JASO 4-stroke classification tests for five other physicochemical properties: sulfated ash, evaporative loss, foaming tendency, shear stability, and high temperature high shear viscosity (HTHS). Sulfated ash can cause pre-ignition if the oil is present in the combustion chamber. It can also contribute to deposits above the piston rings and subsequent valve leakage. Evaporative loss and foaming reduce the amount of lubrication and protection in the transmission, engine, and clutch. With less shear stability, oil loses its capability of retaining original viscosity resulting in increased metal-to-metal contact and wear. High temperature high shear viscosity tests provide viscosity characteristics and data under severe temperature and shear environments.
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