Best Oil on the market for Snowmobiles and watercraft!
hard carbon deposits in ring grooves, piston skirts
and exhaust power valves.
Extends engine life by reducing wear on cylinders,
pistons and bearings.
Reduces smoke and odor with two-cycle engines
Prevents plug fouling.
Provides exceptional SAE #4 cold temperature fluidity
(-54°) pour point).
Protects against rust.
Prevents pre-detonation by eliminating "hot
Recommended for Applications Requiring the Following
Specifications: API TC, JASO
Wholesale and preferred customer large discounts of approximately
25% off! To enroll in this program, click
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AMSOIL INTERCEPTOR Synthetic 2-Cycle Oil
is formulated with a proprietary blend of the finest
synthetic base oils and additives
available today. This unique AMSOIL chemistry represents
a breakthrough development in the field of two-cycle
The backbone of AMSOIL INTERCEPTOR 2-Cycle Oil
is a specially developed molecularly saturated synthetic
base oil. This, combined with a "double
treat" additive package, ensures exceptional lubricity,
cleanliness and optimum clean-burning characteristics.
Extensive research and testing, including a full snowmobiling
season in severe Rocky Mountain applications, has proven
that wear on cylinders, pistons and bearings is dramatically
reduced. And with up to 30 percent more detergency and
dispersancy than typical two-cycle oils, AMSOIL
INTERCEPTOR virtually eliminates damaging deposits
on piston skirts, ring grooves and exhaust power valves.
2-Cycle Oil is recommended as an injector oil
or at a 50:1 mix ratio in carbureted,
electronic fuel Injected (EFI) and direct fuel injected
(DFI) snowmobiles, personal watercraft,
motorcycles, ATVs and
jet boats, including, but not limited
to, those manufactured by Bombardier®,
Yamaha®, Arctic Cat®,
Suzuki® and Honda®.
It is recommended wherever API TC and
JASO FCtwo-cycle oils
are specified. INTERCEPTOR is compatible
with and recommended as a replacement for all mineral
and synthetic manufacturer branded two-cycle
oils. For top performance, mixingisnotrecommended.
Miles of Severe Snowmobile Field testing With No Deposit
Buildup, Power Valve Sticking, Ring Sticking or Engine
Subjected to adverse field
testing conditions in the Rocky Mountains,
including long trail rides, high
RPM powder riding and steep
hill climbs, AMSOIL INTERCEPTOR
demonstrated superior wear protection
and outstanding deposit control.
No carbon deposits are detectable in the functioning region
of the exhaust power valves, resulting in "no stick"
performance, continuous valve operation and reduced maintenance.
Pistons show no scoring, little or no wear and no
heavy deposits, and wrist pins show no discoloration
from heat. In fact, the original machine markings
on the pistons are still visible.
Cylinder head is clean with no deposits,
preventing pre-ignition problems.
Synthetic 2-Cycle Oil
- Product code AIT
Kinematic Viscosity @ 100°C, cSt
Kinematic Viscosity @ 40°C, cSt
Viscosity Index (ASTM D-2270)
Pour Point °C (°F) (ASTM D 97)
Flash Point °C (°F) (ASTM D
Fire Point °C (°F) (ASTM D 92)
ASTM Brookfield Viscosity @ 40°C
Two-cycle engines can be found nearly
everywhere these days. They are used in dozens of applications
and in a wide variety of designs for everything from work
and recreation to power generation. Two-cycle
engines have design differences and operate under conditions
that require different oil chemistries than their four-cycle
counterparts. In order to recommend a lubricant for a
two-cycle engine, one needs to know how this engine operates,
why it is used in place of a four-cycle engine and where
and in what type of applications it is used.
What is a two-cycle engine?
The terms "two-cycle" and
"two-stroke" are often inter-changed
when speaking about two-cycle engines. These engines derive
their name from the amount of directional changes that
the pistons make during each power stroke. Internal combustion
engines are used to produce mechanical power from the
chemical energy contained in hydrocarbon fuels. The power-producing
part of the motor's operating cycle starts inside the
motor's cylinders with a compression process. Following
this compression, the burning of the fuel-air mixture
then releases the fuel's chemical energy and produces
high-temperature, high-pressure combustion products. These
gases then expand within each cylinder and transfer work
to the piston. Thus, as the engine is operated continuously,
mechanical power is produced. Each upward or downward
movement of the piston is called a stroke. There are two
commonly used internal combustion engine cycles: the two-stroke
cycle and the four-stroke cycle.
How are two-cycle engines
different from four-cycle engines?
The fundamental difference between two-cycle
engines and four-cycle engines is in their gas exchange
process, or more simply, the removal of the burned gases
at the end of each expansion process and the induction
of a fresh mixture for the next cycle. The two-cycle
engine has an expansion, or power stroke, in each cylinder
during each revolution of the crankshaft. The exhaust
and the charging processes occur simultaneously as the
piston moves through its lowest or bottom center position.
In a four-cycle engine, the burned gasses are first displaced
by the piston during an upward stroke, and then a fresh
charge enters the cylinder during the following downward
stroke. This means that four-cycle engines require two
complete turns of the crankshaft to make a power stroke,
versus the single turn necessary in a two-cycle engine.
In other words, two-cycle engines operate
on 360 degrees of crankshaft rotation, whereas four-cycle
engines operate on 720 degrees of crankshaft rotation. Where are two-cycle
Two-cycle engines are inexpensive to
build and operate when compared to four-cycle engines.
They are lighter in weight and they can also produce a
higher power-to-weight ratio. For these reasons, two-cycle
engines are very useful in applications such as chainsaws,
Weedeaters, outboards, lawnmowers and motorcycles, to
name just a few. Two-cycle engines are also easier to
start in cold temperatures. Part of this may be due to
their design and the lack of an oil sump. This is a reason
why these engines are also commonly used in snowmobiles
and snow blowers.
Some advantages and disadvantages
of two-cycle engines
Because two-cycle engines can effectively double the
number of power strokes per unit time when compared to
four-cycle engines, power output is increased. However,
it does not increase by a factor of two. The outputs of
two-cycle engines range from only 20 to 60 percent above
those of equivalent-size four-cycle units. This lower
than expected increase is a result of the poorer than
ideal charging efficiency, or in other words, incomplete
filling of the cylinder volume with fresh fuel and air.
There is also a major disadvantage in this power transfer
scenario. The higher frequency of combustion events in
the two-cycle engine results in higher average heat transfer
rates from the hot burned gases to the motor's combustion
chamber walls. Higher temperatures and higher thermal
stresses in the cylinder head (especially on the piston
crown) result. Traditional two-cycle engines are also
not highly efficient because a scavenging effect allows
up to 30 percent of the unburned fuel/oil mixture into
the exhaust. In addition, a portion of the exhaust gas
remains in the combustion chamber during the cycle. These
inefficiencies contribute to the power loss when compared
to four-cycle engines and explains why two-cycle
engines can achieve only up to 60 percent more
How are two-cycle engines
Two-cycle motors are considered total-loss
type lubricating systems. Because the crankcase is part
of the intake process, it cannot act as an oil sump as
is found on four-cycle engines. Lubricating traditional
two-cycle engines is done by mixing the
oil with the fuel. The oil is burned upon combustion of
the air/fuel mixture. Direct Injection engines are different
because the fuel is directly injected into the combustion
chamber while the oil is injected directly into the crankcase.
This process is efficient because the fuel is injected
after the exhaust port closes, and therefore more complete
combustion of fuel occurs and more power is developed.
Direct injection engines have a higher power density than
traditional two-cycle engines. Because the oil is directly
injected into the crankcase, less oil is necessary and
lower oil consumption results (80:1 range).
Direct Injection motors have higher combustion temperatures,
often up to 120°F. They also require more lubricity
than traditional two-cycle motors.
Found on News
Group about this oil:
"I have used the oil and found it to be good....I
also used it in a 2003 REV 800 and had no issues. This
year I switched to AMSOIL interceptor oil and it is just
as good or better and is much cheaper. The claims that
BLUE MARBLE make about RPMs and Mileage gains were unrealized
by myself...As a matter of fact, I think that my mileage
went up after switching to AMSOIL with absolutely no change
in RPM from the BLUE MARBLE oil. I got a PREFERRED CUSTOMER
# from AMSOIL and am paying $122.00/4-4L jugs ($31.00/4L
or 7.75/Liter). I would recommend the AMSOIL, the WSA
having it as the official oil can't be a bad thing. Hope
that helps, if you want more info, remove the NO SPAM
in the email address and drop a line, I could give you
the REPs name and number for the AMSOIL (DO NOT pay retail!!!!)
Authorized Amsoil Independent Dealer for Synthetic Motor Oil
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