The objective was to run the Suzuki GSX650F hard on a track day and then change the oil for Motul NGEN7 Regenerated oil.
I needed to do this so I could send the oil I’m currently running away for analysis to see if there was anything unwanted going on in the 16-year-old engine, and to create a baseline to compare against Motul NGEN 7, which is the oil I’m going to be using.
Last time I was at Cadwell Park for a track day (evening), it didn’t go too well. It just poured down, so I gave up on the idea. Two miles down the road, the sun was out, but at Cadwell, the rain just persisted.
Back at Cadwell for one of the outstandingly well-run NoLimits Track Days, the rain was once again making an appearance. Not as strong a downpour but the sort of drizzle that gets in everywhere was hanging around, casting a downbeat mood over the paddock. The briefing came and went, and as we trudged back to our bikes, the Tannoy announced that slicks would not be permitted for the sighting laps.
When it came time for the Lower group to go out (my group), I followed around for the compulsory two sighting laps and then parked up.
There is always a silver lining, and knocking off the session early gave me time to visit the CBC Motorcycles tent to have the suspension set.
CBC Motorcycle Suspension
Screamer (the GSX650F) might be 16 years old and has been well looked after, but I’d bet it is still running the original fork oil. Even so, getting the sag set correctly and making the most of what adjustment there is will take more off my lap time than any fancy accessory can.
In terms of sag, the suspension wasn’t that far off, but what Chris (the main man at CBC) did spot was the uneven response in the suspension. Under braking, there was too much dive on the front, which was causing excessive weight transfer, and so out came his spanners.
After a few rounds of adjustments and me bouncing up and down on the bike, I had a GSX650F, still in need of a fork service, but with a more predictable and even suspension set-up.
Oil Analysis
Thankfully, the drizzle at Cadwell slowly eased up. Confidence grew; the last couple of sessions were dry, and so Screamer got a good workout, which was the whole reason for going (honest!). Having covered 1,500 miles since I bought it, and now with a fair amount of full throttle riding completed, it is time to change the oil and filter, and send an oil sample away for analysis.
There is something almost religious about the oil changing ritual. Once complete, there is this strange feeling of having breathed new life into the engine.
Yes, I know … weird, yet with every oil change, there is the hope that I have pleased the gods of horsepower and acceleration, with my worship.
But if I really want to know what’s going on inside the engine, rather than hoping that the used and abused oil coming out has prevented any damage, I need to send a sample of the old oil for analysis.
It’s not a glamorous task, and no one will notice that I’ve done it, but it can indicate if the oil has been doing its job, and tell me if something expensive is about to happen.
Among the numerous things oil analysis looks for are tiny bits of metal in your oil. It can also detect if fuel has been sneaking past the rings and if any water is getting where it shouldn’t be.
Then there is the condition of the oil itself. Some oils are still good after 5,000 miles. Others can be cooked after 1,500. I recently changed the oil on my NT1100 even though it was around 2,000 miles earlier than the service schedule recommends.
The difference was immediately noticeable, even though I’m using the brand and grade of oil Honda recommends. No blame on either party, but I’ve now halved the mileage between oil and filter changes just to be sure.
Where To Go
I know of three UK-based labs that offer publicly available oil analysis.
MOTUL Oil Analysis Kit – You can order a kit from Motul through the Club Motul website. The kit, including the analysis and even the postage, costs £40. As I use Motul oils, it seems only logical to go straight to the manufacturer. You don’t have to be running Motul oils to use their service.
Millers Oils: They offer a universal sample kit that’s dead easy to use. Pop your sample in the post and they’ll send back a report that’s surprisingly readable.
The Oil Lab: Independent, thorough, and happy to test oil from motorcycles, boats, or even your lawn mower if you’re that keen. They also do trend analysis, so you can track wear over time if you so desire.
Motul NGEN
Motul’s NGEN range is regenerated oil, not recycled, and yes, there’s a difference.
Recycled oil strains out the lumpy bits and finds another use for what is left. It’s akin to running a diesel car on old chip shop oil.
Regenerated oil differs from the start. The source of the used oil for regeneration must be known and follow quality control processes in its collection. The oil then undergoes a multi-stage process to remove contaminants and restore the oil’s chemical integrity.
Motul then adds fresh, high-spec additives to create NGEN 5 and NGEN 7 oils that meet or exceed the performance of their traditional 5100 and 7100 products.
By starting with oil that has already been refined once, regenerated oil has a higher purity level, which also means less cost to refine and therefore a lower cost to you and me, the consumers.
And then there are the all-important API and JASO MA2 standards that NGEN and traditional 5100 and 7100 Motul oils both meet. It is the same standard for both oils. No differences. No shortcuts. Both meet or exceed the API SM and SN quality levels, respectively, and the JASO MA2 standards.
There is a full breakdown of the oil standards in an earlier article on NGEN oils – Motul NGEN Regenerated Motorcycle Oil
Screamer’s Oil Change
The original oil in the GSX650F looked in good condition. I’ve no idea how long it had been in the engine, the number of miles or what brand it is, but to judge the performance of Motul NGEN 7, I needed a baseline.
To avoid cross-contamination, the oil sample is taken from the crankcase before draining the oil. It can be a fiddly job. The best way I found was to use the plastic pipe that came in the Motul kit and a cheap plastic syringe I found on Amazon.
The alternative is to drain the oil into a known clean container.
And with 3,700cc of Motul NGEN 7 and a new filter now installed in Screamer, it is time to add some more miles and search for another track day. It wouldn’t be much of a test if I didn’t put both oils through similar conditions.
It isn’t just an excuse for another track day. It is science …[Yeah, right. Ed.]
