What does ATP-TC and TCW3 mean?
Specifications for 2-stroke oils are developed from the design of the engine and its intended use (no surprise). Since this type engine has a wide variety of applications its no surprise that the specifications for the oils might vary also. For marine and PWC application there are 2 widely accepted standards for certifying 2-stroke engine oils. These are, by no means, not the only standards for 2-stroke engine oils. The European (ISO) and the Japanese (JASCO) standards have been developed, but these standards are not widely accepted in the country (yet). The standards most used in this country are the National Marine Manufacturers Association (NMMATCW3) standard and the American Petroleum Institute (API API-TC) standard. Both of these standards address the oil ability to prevent wear, keep the engine clean and biodegradability. Since these standards were written for different types of 2-stroke engines it stands to reason these standards would be different. Hence, the oils developed from these standards would also be different. The NMMA TCW3 standard was designed by the various manufacturers of outboard motors (Mercury, OMC, Yamaha etc.). These manufacturers so not utilize power valves, limit their max rpms to about 6800 and have excessive cooking capacity. They also must be able to operate at lower rpms for long periods of time without oil fouling the spark plugs. Although it?s true the performance of this type engine has increased in the last several years, the peak engine temperatures are still relatively low. The use of synthetic base oil in TCW# formulations has extended the useful range of these oils; their detergent system (Ashless) is designed for lower operating conditions. This is one of the reasons Bombardier specifically prohibits the use of these oils in their Rotax engines. The API API-TC standard was developed for Air-cooled, high rpm, high output 2-stroke engines operating under severe load conditions. Although this standard is no longer reviewed and updated since 1993 b the API, it still is in effect today. This standard most accurately addresses the condition Rotax and 2-stroke racing motorcycles and snowmobiles operate under. Almost all these oils are formulated with synthetic or synthetic blend base oils and all use a low ash type detergent. If you walk into a store that handles a variety of 2-stroke oils, it is relatively easy to find TCW3 certified oil. The manufacturer proudly displays that certification on each container. API-TC certified oils, on the other hand, are very difficult to find. There are two main reasons for this. First, many small API-TC oil manufacturers can?t or won?t spend the money (about $75,000) for the testing and certification process. Second, most engines requiring API-TC oils are for racing applications (Motocrossers and Crosscountry motorcycles) and don?t offer warranties with their engines anyway. The owner/operators of these machines know what oils work and don?t work. They do not need the API-TC certification on the bottle to help them decide what oil to use. There are many really good API-TC type oils on the market that have never been certified as such. Bombardier/Rotax is the only manufacturer that API-TC certified oils. The TCW3 market is about 10 times the size of the API-TC market. Outboard motor manufacturers require the use of TCW3 certified oils to maintain their warranty. With this great volume in oil sales at stake, it?s easy to see why TCW3 manufacturers can afford to certify their oils.
Rotax?s Position on What Oil to use
As we all know, Bombardier requires that an API-TC oil be used in their engines. Most other PWC manufacturers allow the use of TCW3 in their engines. So, what?s the difference? A PWC is a PWC, right? No, it?s not! Rotax marine engines evolved from their very successful snowmobile and motorcycle racing designs. These engines produce more power/cc than any other PWC manufacturer?s engine. Rotax designs these engines to work harder and run hotter than other brands. They simply need more protection than TCW3 oils can give. Those that use TCW3 oils are risking high temp. Seizure if the engine cooling system plugs or and internal fuel filter plugs (lean condition). These things may not happen very often, but when they do, it?s better to have a little extra protection that only a TI-TC oil can give.
So, what?s the best oil to use?
I truly believe there are no bad oils anymore (well, maybe a few really cheap ones are not so good). Most problems with oils are the result of misuse. I had a friend once that insisted on mixing STP with his premix. He swore his motor made more bottom end with STP in the fuel. Well, it may have, but he invested considerably more $$ in spark plugs than just about anyone else on the planet. He was also responsible for single handedly stunting the growth of the entire mosquito population in southeast Texas (thank God he quit riding). I hear a lot of complaints about the high cost of some 2-stroke engine oils, mostly Bombardier XPS. Well, I have to agree, it isn?t cheap, but neither are any of the other API-TC oils compared to the TCW3 type oils. Unfortunately it just costs more to manufacture API-TC oils than TCW3 oils. Despite its relatively high cost, I cannot recall any Rotax engine failing because of XPS oil. XPS oil was a joint development of Castrol and Bombardier. Bombardier wanted a ?universal? high performance engine oil that they could use in all their recreational products. That meant oil would flow freely at ?40 deg/f and still maintain sufficient film strength at 350 deg/f. The first generation of XPS (1995) was formulated using Ashless detergents; this allowed the Rave valves in the then new 787 motor to stick. The formula was later changed (1996) to a low ash detergent that eliminated the rave valve sticking problems. There have been several minor improvements in XPS since 1996. Castrol remains the only manufacturer of XPS. This is a proprietary blend sold only by Bombardier.
There are a number of good API-TC type oils out there if you chose not to use XPS. If the oil you want to use does not have the ATP-TC certification on the container, contact the manufacturer. Most of them will be more than glad to provide you with information on their products.
Decisions, Decisions!
Well, I hope I answered most of your questions concerning 2-stroke engine oils. I?ve tried to keep brand names and my personal biases out of it so far. However, I, like you, have an opinion. My opinion is based on my 30 years experience working with 2-stroke motors and my relationship with some very knowledgeable people involved in lubrication research. I work for the world?s largest manufacturer of oil additives. We make the additives for virtually all the oil retailers.
Now having said that, here are my recommendations. If you have a Sea-Doo PWC that is still in warranty: Stay with XPS or XPS-DI. Sure there are API-TC certified oils that should preserve your warranty, but in an engine failure the dealer could cause you grief getting your PWC warranted. In my opinion, it?s just not worth the hassle to do battle with them. Stay with the XPS at least until the warranty expires. After the warranty expires, select API-TC oil that carries the certification or confirm in writing the oil you want to use is designed for your PWC. Then find someone else that uses the oil you are considering and get his or her opinion. Do not use TCW3 in your SeaDoo PWC. I don?t care if it?s a full synthetic or your brother-in-law uses it; for the reasons stated above, it will not protect your motor when conditions get tough in your motor.
Choose well, Grasshopper, the life of your motor depends on it!
Specifications for 2-stroke oils are developed from the design of the engine and its intended use (no surprise). Since this type engine has a wide variety of applications its no surprise that the specifications for the oils might vary also. For marine and PWC application there are 2 widely accepted standards for certifying 2-stroke engine oils. These are, by no means, not the only standards for 2-stroke engine oils. The European (ISO) and the Japanese (JASCO) standards have been developed, but these standards are not widely accepted in the country (yet). The standards most used in this country are the National Marine Manufacturers Association (NMMATCW3) standard and the American Petroleum Institute (API API-TC) standard. Both of these standards address the oil ability to prevent wear, keep the engine clean and biodegradability. Since these standards were written for different types of 2-stroke engines it stands to reason these standards would be different. Hence, the oils developed from these standards would also be different. The NMMA TCW3 standard was designed by the various manufacturers of outboard motors (Mercury, OMC, Yamaha etc.). These manufacturers so not utilize power valves, limit their max rpms to about 6800 and have excessive cooking capacity. They also must be able to operate at lower rpms for long periods of time without oil fouling the spark plugs. Although it?s true the performance of this type engine has increased in the last several years, the peak engine temperatures are still relatively low. The use of synthetic base oil in TCW# formulations has extended the useful range of these oils; their detergent system (Ashless) is designed for lower operating conditions. This is one of the reasons Bombardier specifically prohibits the use of these oils in their Rotax engines. The API API-TC standard was developed for Air-cooled, high rpm, high output 2-stroke engines operating under severe load conditions. Although this standard is no longer reviewed and updated since 1993 b the API, it still is in effect today. This standard most accurately addresses the condition Rotax and 2-stroke racing motorcycles and snowmobiles operate under. Almost all these oils are formulated with synthetic or synthetic blend base oils and all use a low ash type detergent. If you walk into a store that handles a variety of 2-stroke oils, it is relatively easy to find TCW3 certified oil. The manufacturer proudly displays that certification on each container. API-TC certified oils, on the other hand, are very difficult to find. There are two main reasons for this. First, many small API-TC oil manufacturers can?t or won?t spend the money (about $75,000) for the testing and certification process. Second, most engines requiring API-TC oils are for racing applications (Motocrossers and Crosscountry motorcycles) and don?t offer warranties with their engines anyway. The owner/operators of these machines know what oils work and don?t work. They do not need the API-TC certification on the bottle to help them decide what oil to use. There are many really good API-TC type oils on the market that have never been certified as such. Bombardier/Rotax is the only manufacturer that API-TC certified oils. The TCW3 market is about 10 times the size of the API-TC market. Outboard motor manufacturers require the use of TCW3 certified oils to maintain their warranty. With this great volume in oil sales at stake, it?s easy to see why TCW3 manufacturers can afford to certify their oils.
Rotax?s Position on What Oil to use
As we all know, Bombardier requires that an API-TC oil be used in their engines. Most other PWC manufacturers allow the use of TCW3 in their engines. So, what?s the difference? A PWC is a PWC, right? No, it?s not! Rotax marine engines evolved from their very successful snowmobile and motorcycle racing designs. These engines produce more power/cc than any other PWC manufacturer?s engine. Rotax designs these engines to work harder and run hotter than other brands. They simply need more protection than TCW3 oils can give. Those that use TCW3 oils are risking high temp. Seizure if the engine cooling system plugs or and internal fuel filter plugs (lean condition). These things may not happen very often, but when they do, it?s better to have a little extra protection that only a TI-TC oil can give.
So, what?s the best oil to use?
I truly believe there are no bad oils anymore (well, maybe a few really cheap ones are not so good). Most problems with oils are the result of misuse. I had a friend once that insisted on mixing STP with his premix. He swore his motor made more bottom end with STP in the fuel. Well, it may have, but he invested considerably more $$ in spark plugs than just about anyone else on the planet. He was also responsible for single handedly stunting the growth of the entire mosquito population in southeast Texas (thank God he quit riding). I hear a lot of complaints about the high cost of some 2-stroke engine oils, mostly Bombardier XPS. Well, I have to agree, it isn?t cheap, but neither are any of the other API-TC oils compared to the TCW3 type oils. Unfortunately it just costs more to manufacture API-TC oils than TCW3 oils. Despite its relatively high cost, I cannot recall any Rotax engine failing because of XPS oil. XPS oil was a joint development of Castrol and Bombardier. Bombardier wanted a ?universal? high performance engine oil that they could use in all their recreational products. That meant oil would flow freely at ?40 deg/f and still maintain sufficient film strength at 350 deg/f. The first generation of XPS (1995) was formulated using Ashless detergents; this allowed the Rave valves in the then new 787 motor to stick. The formula was later changed (1996) to a low ash detergent that eliminated the rave valve sticking problems. There have been several minor improvements in XPS since 1996. Castrol remains the only manufacturer of XPS. This is a proprietary blend sold only by Bombardier.
There are a number of good API-TC type oils out there if you chose not to use XPS. If the oil you want to use does not have the ATP-TC certification on the container, contact the manufacturer. Most of them will be more than glad to provide you with information on their products.
Decisions, Decisions!
Well, I hope I answered most of your questions concerning 2-stroke engine oils. I?ve tried to keep brand names and my personal biases out of it so far. However, I, like you, have an opinion. My opinion is based on my 30 years experience working with 2-stroke motors and my relationship with some very knowledgeable people involved in lubrication research. I work for the world?s largest manufacturer of oil additives. We make the additives for virtually all the oil retailers.
Now having said that, here are my recommendations. If you have a Sea-Doo PWC that is still in warranty: Stay with XPS or XPS-DI. Sure there are API-TC certified oils that should preserve your warranty, but in an engine failure the dealer could cause you grief getting your PWC warranted. In my opinion, it?s just not worth the hassle to do battle with them. Stay with the XPS at least until the warranty expires. After the warranty expires, select API-TC oil that carries the certification or confirm in writing the oil you want to use is designed for your PWC. Then find someone else that uses the oil you are considering and get his or her opinion. Do not use TCW3 in your SeaDoo PWC. I don?t care if it?s a full synthetic or your brother-in-law uses it; for the reasons stated above, it will not protect your motor when conditions get tough in your motor.
Choose well, Grasshopper, the life of your motor depends on it!
