Meeting regional requirements

In Gianluigi Zoli’s view the market picture is unlikely to change in the near future. “In the next five years, demand for motorcycles is projected to grow in the key emerging markets. In contrast, the European and North American markets, which shrank as a result of the economic crisis (with Europe losing nearly 50% in five years), are unlikely to recover in the short term. This means OEMs who traditionally operated in these markets are now looking at the emerging markets as the only sustainable way to grow.”

Hardware divergence

Another example of the difference between these two markets can be seen in the types of machines users prefer. In the mature markets motorcycles are generally large, >500 cc, and are luxury items, used predominantly for leisure. Whereas in developing economies most of the two-wheeler market is made up of smaller motorcycles and scooters, which are relied upon as an everyday mode of transport – although with increasing affluence, this picture is starting to change.

“In developing countries, like India and Brazil, where bikes are used for commuting, typical engine capacities have been between 100 and 150 cc. However, as an effect of increasing wealth and changes in lifestyle, the use of motorcycles for leisure and sport is also becoming popular. This is particularly the case in India, where we can see this trend reflected in an increase in the number of bike models with sophisticated styling and larger engine sizes of up to 300 cc, that are being launched.”

Lubrication divergence

Clearly the lubrication requirements of smaller motorcycles used for transportation differ from the needs of high performance large displacement motorcycles.

“Smaller air cooled motorcycle engines are amongst the toughest applications for lubricants,” explains Zoli. “They are used in some of the hottest and most chaotic cities in the world and are often overloaded to the extreme with people and goods. This means the lubricant must be able to protect the engine, clutch and gearbox under extreme temperatures and loads.”

Not only do the leisure and utility motorcycles have very different requirements, but also the end users have different needs when it comes to lubricating their machines.

“There are significant differences depending upon region, and sometimes even country,” confirms Zoli. “In Europe, part or fully synthetic lubricants are predominant and oil changes happen on a yearly basis, which corresponds to a drain interval of between 4,000 and 10,000 kilometers – although this is highly dependent on user attitude. In North America motorcycle use tends to be seasonal and drain intervals are typically shorter than in Europe - often between 3,000 and 5,000 kilometers. And here mineral based lubricants still have the largest market share."

Zoli explains how the picture is very different in the developing economies. “In India, South East Asia, Africa and Latin America motorcycles are generally used all year round, and drain intervals can be as low as 1,000 kilometers in countries such as Vietnam and Thailand. Currently the lubricants used in many developing countries are mineral based SAE 20W-XX. However, the requirements of Japanese OEMs mean that high quality, fuel efficient oils, which are typically SAE 10W-30 or 40, are rapidly gaining a share of the market.”

Next generation lubricants

In the coming years we can expect to see the market drivers of riding comfort, engine durability, emissions reduction and fuel economy impacting both engine design and lubricants. “Next generation lubricants need to be able to combine these very different features,” Zoli explains. “Friction balance and durability, with a particular focus on the dynamic part, are fundamental to maintaining smooth clutch operation and gear shifting, which enhances riding pleasure.”

Emissions legislation for motorcycles in the key markets is currently at Euro 3, with Europe now moving to Euro 4. “This means the current emissions control strategy with port fuel injection, lambda sensor and three way catalyst, will remain in place for at least the next five years. The reduction of emissions and fuel consumption is achieved by optimising friction, combustion efficiency and weight – with some of today’s 100 cc engines capable of travelling 80 kilometers on a litre of fuel."

This increased focus on emissions reduction and fuel consumption improvement means a shift towards lower viscosity oils is very likely. “Over the next few years, SAE 5W-30/40 fully synthetic lubricants will become more popular in mature markets and part synthetic SAE 10W-30/40 will become the mainstream grades in developing countries. This trend to lower viscosity means gearbox protection is becoming increasingly important, requiring improved wear and pitting control.”

JASO specification

The JASO universal motorcycle industry oil specification sets minimum limits for key lubricant parameters and aims to help consumers select appropriate motorcycle oils, and reduce field problems arising from the use of inappropriate oil. We asked Zoli if he believes the current specifications ensure adequate hardware protection.

“The JASO T903 standard is the only standard that addresses minimum performance requirements for motorcycle and scooter engine oils. The 2011 issue introduced a change in the friction classification criteria, with the objective of better reflecting the requirements of commercially available wet clutch materials.”

 

 

 

 

 

 

Dedicated motorcycle oils

The market drivers of riding comfort, engine durability, emissions reduction and fuel economy are clearly impacting the design of motorcycle hardware. This means it is becoming even more important to use dedicated motorcycle oils rather than passenger car motor oils.

 

 

 

 

 

 

Oil marketers offering products specifically tailored to provide balanced protection to the engine, gears and clutch will be at a distinct advantage in the growing motorcycle lubricant market.

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