Auto-Rx® cleans engine internals, transmissions, power steering, and differentials and seals leaks, and also takes care of sludge/heavy oil burning. If your engine or transmission needs internal cleaning or you need to stop a leak, you have come to the right place. WE ARE THE EXPERTS!
Auto-Rx® is a clean-as-you-drive product. Auto-Rx® is added to the host motor oil and slowly dissolves contaminants from ring packs, cam lobes, and other high-friction areas.
Slow methodical cleaning is the desired cleaning mode, unlike old solvent technology that can chunk off contamination deposits (dangerous), and severely impact polymer seal materials. Auto-Rx® is compatible with all lubricating oils, "dino" (conventional), Group III, semi-synthetic, and full synthetics and does not alter your host oil in any way. We urge customers to use conventional or Group III oil for best results during rinse mode.
Auto-Rx® is made up of three ester groups. The lanolin ester is the main cleaning agent. Its function is to impregnate the surface of varnish and cooked up deposits. The second is an aliphatic ester. Its function is to provide for better film forming of the host oil, eliminating the potential of dry spots in the oiling system, during the cleaning process. This component is also very resistant to oxidation and is a supplement to the host oil while the contamination is being removed and deposited to the filtration media. The last ester is a biodegradable, polyol ester, which provides extra, extreme pressure capability to the host oil. Utilizing heat, pressure, and flow generated within the oiling system, Auto-Rx® safely and effectively dissolves deposits. Deposits form slowly over time; they should be cleaned slowly and methodically, as well.
The ester combination provides polarity to the host oil, giving the lubricant an attraction to metal surfaces, reclaiming these surfaces from the contamination. Lubricating oils perform well in clean working conditions. Lubricating oils can either lubricate or clean. They cannot do both well. Detergents in motor oils are added to try and maintain a clean system. They do little to nothing on deposits that have already formed.
Rabu, 13 Mei 2009
A Brief History of Yamaha
Although the first Yamaha motorcycle didn’t appear until the mid fifties, the company’s history dates back to 1887, when the father of the company, Torakusa Yamaha began producing red organs. The Yamaha Motor Corporation sprang into life on July 1st 1955, and remains part of the Yamaha Group. It has grown to be the second largest motorcycle manufacturer in the world, which is no mean feat for what was a fledgling company that arrived late in the motorcycle market.
Their first offering was the YA1, a 125cc, single cylinder two-stroke, was a copy of a German motorbike. The Japanese have often been accused of copying European models, but let’s not forget that BSA also used this very same design to produce their Bantam. This machine, fondly known as the Red Dragonfly, laid the foundation of Yamaha’s reputation for reliability, and success on the race track contributed to the bike’s popularity.
The twin cylinder YD, the first machine designed by Yamaha, was introduced in 1957. A win a Mount Asama boosted sales, but at less than 16,00 models a year output was still way behind Honda and Suzuki. However, the company flourished during the following years, and in 1959 Yamaha were the first Japanese company to offer a sports model, the twin cylinder YDS1, complete with five speed gearbox. A kit was available which allowed the owner to adapt the bike for racing, both on and off road.
By 1960 the company’s output had increased by a massive 600%, but a period of recession forced Japanese companies to look further afield to sell their products, and in 1961 Yamaha entered a tem in the European Grand Prix. In the early sixties, America’s economy was on the rise and Yamaha managed to sell 12,000 motorcycles in the States. In 1963 the figure was 36,000 rising to 87,000 in 1964. Yamaha’s first factory outside Japan was opened in Siam (present day Thailand) in 1966, in order to supply Southeast Asia. By 1967, with 406,000 bikes built, production had overtaken that of Suzuki. Racing was important to Yamaha, so much so that in 1969 they constructed a full size race track near to their Iwata factory.
In 1970, Yamaha’s catalogue carried 20 models, with a range from 50cc to 350cc. Production had reached 574,000 units per year, the majority of which went to overseas markets. That year also saw the introduction of the first four-stroke machine, in the shape of the 650cc XSI, although two-stroke engines were were still favoured for bikes below 400cc.
By 1973, Yamaha were producing over a million bikes annually, leaving Suzuki firmly in their wake. That year, Honda turned out 1,836,000 machines. During the seventies, Yamaha’s RD twin cylinder sports bikes were proving a big hit and the company had once again backed a winner. As the eighties arrived, over two million bikes were passing through the factory gates. During this period, the four cylinder XJ’s were developed with displacements ranging from 550cc to 1100cc.
One of Yamaha’s most successful projects was the Virago, which introduced as a 750cc, but 500cc and 920cc models were soon available. This bike was the first cruiser to come out of Japan, and proved to be immensely successful, so successful in fact, that Harley Davidson was running scared. They pressed for a tariff on imported motorcycles over 750cc, so Yamaha had to replace their 750cc Virago with the 699cc version, but at the same time, the 920cc grew to 1000cc. It eventually became the 1100cc. One of the most loved versions of the Virago is the XV535; their reliability and easy handling has delighted riders worldwide. The larger Virago’s were replaced by the V-Star and Road Star models and the last model to carry the Virago name was the 2007, 250cc version.
It’s understandable how Yamaha have accrued such a dedicated following. Over the years, their bikes have married cutting edge technology with reliability, which is no mean feat. Their designs have earned admiration from far and wide, and continue to do so today.
Their first offering was the YA1, a 125cc, single cylinder two-stroke, was a copy of a German motorbike. The Japanese have often been accused of copying European models, but let’s not forget that BSA also used this very same design to produce their Bantam. This machine, fondly known as the Red Dragonfly, laid the foundation of Yamaha’s reputation for reliability, and success on the race track contributed to the bike’s popularity.
The twin cylinder YD, the first machine designed by Yamaha, was introduced in 1957. A win a Mount Asama boosted sales, but at less than 16,00 models a year output was still way behind Honda and Suzuki. However, the company flourished during the following years, and in 1959 Yamaha were the first Japanese company to offer a sports model, the twin cylinder YDS1, complete with five speed gearbox. A kit was available which allowed the owner to adapt the bike for racing, both on and off road.
By 1960 the company’s output had increased by a massive 600%, but a period of recession forced Japanese companies to look further afield to sell their products, and in 1961 Yamaha entered a tem in the European Grand Prix. In the early sixties, America’s economy was on the rise and Yamaha managed to sell 12,000 motorcycles in the States. In 1963 the figure was 36,000 rising to 87,000 in 1964. Yamaha’s first factory outside Japan was opened in Siam (present day Thailand) in 1966, in order to supply Southeast Asia. By 1967, with 406,000 bikes built, production had overtaken that of Suzuki. Racing was important to Yamaha, so much so that in 1969 they constructed a full size race track near to their Iwata factory.
In 1970, Yamaha’s catalogue carried 20 models, with a range from 50cc to 350cc. Production had reached 574,000 units per year, the majority of which went to overseas markets. That year also saw the introduction of the first four-stroke machine, in the shape of the 650cc XSI, although two-stroke engines were were still favoured for bikes below 400cc.
By 1973, Yamaha were producing over a million bikes annually, leaving Suzuki firmly in their wake. That year, Honda turned out 1,836,000 machines. During the seventies, Yamaha’s RD twin cylinder sports bikes were proving a big hit and the company had once again backed a winner. As the eighties arrived, over two million bikes were passing through the factory gates. During this period, the four cylinder XJ’s were developed with displacements ranging from 550cc to 1100cc.
One of Yamaha’s most successful projects was the Virago, which introduced as a 750cc, but 500cc and 920cc models were soon available. This bike was the first cruiser to come out of Japan, and proved to be immensely successful, so successful in fact, that Harley Davidson was running scared. They pressed for a tariff on imported motorcycles over 750cc, so Yamaha had to replace their 750cc Virago with the 699cc version, but at the same time, the 920cc grew to 1000cc. It eventually became the 1100cc. One of the most loved versions of the Virago is the XV535; their reliability and easy handling has delighted riders worldwide. The larger Virago’s were replaced by the V-Star and Road Star models and the last model to carry the Virago name was the 2007, 250cc version.
It’s understandable how Yamaha have accrued such a dedicated following. Over the years, their bikes have married cutting edge technology with reliability, which is no mean feat. Their designs have earned admiration from far and wide, and continue to do so today.
Renault join F1 pull-out threat
Renault are the latest high-profile team threatening to quit Formula 1 unless proposals to adopt a £40m budget cap in 2010 are shelved.
On Tuesday, Ferrari joined Toyota and Red Bull in declaring their intention to pull out of F1 because of the plans.
And Renault boss Flavio Briatore said: "If the decisions are not revised, we have no choice but to withdraw from the world championship at the end of 2009."
Ferrari, meanwhile, say they will race in other series if they quit the sport.
"If it really was like that, then I have to say that our cars will race in other competitions, where - and I am absolutely convinced about that - they will find the enthusiasm and the passion of millions of fans," said Ferrari president Luca di Montezemolo.
"Racing is part of Ferrari's DNA and this is something that will never change."
Ferrari quit threat serious - Legard
Reports have speculated that the Italian team might set up a rival series, compete in the United States, or enter cars in the Le Mans 24 hour race.
And Ferrari driver Felipe Massa insists the team would make a success of a change of series, saying: "Since I was a child, Ferrari has been the synonym for racing for me.
"That's why I'm convinced that even if the Scuderia is forced to leave F1, there will be other competitions where it will be possible to admire the Reds on the track.
"I understand why the company has got to this point. The idea of having a championship with two velocities, with cars, which for example are allowed to have flexible wings or an engine without a rev limiter, is absurd."
The FIA, the sport's governing body, want an optional £40m budget cap in order to encourage new teams to enter.
The plan would allow capped teams to operate with far greater technical freedom than those continuing with unlimited budgets.
ANDREW BENSON BLOG
Usually, the way these things play out is predictable... but this time it might be different.
However, big teams fear the rules will effectively split F1 into two tiers, those that can live with the cap and enjoy the technical advantages and those that cannot.
It is understood a flexible rear wing alone, currently outlawed but available to a team next season working within the cap, could lead to a car being two seconds per lap quicker than those without.
"Renault has always considered Formula One as the pinnacle of motor sport and the perfect stage to demonstrate technical excellence," Renault F1 team president Bernard Rey said in a statement. "We remain committed to the sport.
"However, we cannot be involved in a championship operating with different sets of rules and, if such rules are put into effect, we will be forced to pull out at the end of this season."
The FIA refused to be drawn into a public discussion following Ferrari's threat to quit the sport.
Renault believes it is paramount that the governance of the sport is co-ordinated with a spirit of consultation with all parties in order to achieve a better balance between the costs and the revenues
Renault statement
"We have nothing to add to the letter sent to Ferrari on 29 April," said an FIA spokesman, referring to a letter sent to Montezemolo in which FIA president Max Mosley rejected the team's complaints about the budget cap.
However, it is thought the teams will discuss the plans with Mosley in London on Friday.
And sure to also be on the agenda is the teams' apparent unhappiness at what they see as the FIA's failure to discuss the rule changes with all the teams.
The Renault statement continued: "There is frustration FOTA's (Formula One Teams' Association) constructive proposals, including major cost-saving measures to be adopted progressively between 2009 and 2012, which were carefully constructed by FOTA members, have been completely ignored without any form of consultation by the FIA with the teams.
"It should be stressed that Fota has set the same, if not lower, financial objective as the FIA but Renault strongly believes that this must be introduced through a different procedure agreed by all parties.
"Renault also believes it is paramount that the governance of the sport is co-ordinated with a spirit of consultation with all parties in order to achieve a better balance between the costs and the revenues.
"Renault is also of the firm view that all entrants in the world championship must adhere to and operate under the same regulations."
BBC F1 correspondent David Croft reports that Renault's announcement underlines the unhappiness felt by the teams surrounding the proposal.
"Whilst not on the scale of the Ferrari announcement yesterday, this is another indication of just how deep the dissatisfaction runs currently within the F1 teams - not just of the proposals but the way they've been introduced," he said.
"The entries for next season open on 22 May and lasts for seven days - as it stands, Renault, Ferrari, Red Bull and Toyota could all be missing when the season begins next March."
On Tuesday, Ferrari joined Toyota and Red Bull in declaring their intention to pull out of F1 because of the plans.
And Renault boss Flavio Briatore said: "If the decisions are not revised, we have no choice but to withdraw from the world championship at the end of 2009."
Ferrari, meanwhile, say they will race in other series if they quit the sport.
"If it really was like that, then I have to say that our cars will race in other competitions, where - and I am absolutely convinced about that - they will find the enthusiasm and the passion of millions of fans," said Ferrari president Luca di Montezemolo.
"Racing is part of Ferrari's DNA and this is something that will never change."
Ferrari quit threat serious - Legard
Reports have speculated that the Italian team might set up a rival series, compete in the United States, or enter cars in the Le Mans 24 hour race.
And Ferrari driver Felipe Massa insists the team would make a success of a change of series, saying: "Since I was a child, Ferrari has been the synonym for racing for me.
"That's why I'm convinced that even if the Scuderia is forced to leave F1, there will be other competitions where it will be possible to admire the Reds on the track.
"I understand why the company has got to this point. The idea of having a championship with two velocities, with cars, which for example are allowed to have flexible wings or an engine without a rev limiter, is absurd."
The FIA, the sport's governing body, want an optional £40m budget cap in order to encourage new teams to enter.
The plan would allow capped teams to operate with far greater technical freedom than those continuing with unlimited budgets.
ANDREW BENSON BLOG
Usually, the way these things play out is predictable... but this time it might be different.
However, big teams fear the rules will effectively split F1 into two tiers, those that can live with the cap and enjoy the technical advantages and those that cannot.
It is understood a flexible rear wing alone, currently outlawed but available to a team next season working within the cap, could lead to a car being two seconds per lap quicker than those without.
"Renault has always considered Formula One as the pinnacle of motor sport and the perfect stage to demonstrate technical excellence," Renault F1 team president Bernard Rey said in a statement. "We remain committed to the sport.
"However, we cannot be involved in a championship operating with different sets of rules and, if such rules are put into effect, we will be forced to pull out at the end of this season."
The FIA refused to be drawn into a public discussion following Ferrari's threat to quit the sport.
Renault believes it is paramount that the governance of the sport is co-ordinated with a spirit of consultation with all parties in order to achieve a better balance between the costs and the revenues
Renault statement
"We have nothing to add to the letter sent to Ferrari on 29 April," said an FIA spokesman, referring to a letter sent to Montezemolo in which FIA president Max Mosley rejected the team's complaints about the budget cap.
However, it is thought the teams will discuss the plans with Mosley in London on Friday.
And sure to also be on the agenda is the teams' apparent unhappiness at what they see as the FIA's failure to discuss the rule changes with all the teams.
The Renault statement continued: "There is frustration FOTA's (Formula One Teams' Association) constructive proposals, including major cost-saving measures to be adopted progressively between 2009 and 2012, which were carefully constructed by FOTA members, have been completely ignored without any form of consultation by the FIA with the teams.
"It should be stressed that Fota has set the same, if not lower, financial objective as the FIA but Renault strongly believes that this must be introduced through a different procedure agreed by all parties.
"Renault also believes it is paramount that the governance of the sport is co-ordinated with a spirit of consultation with all parties in order to achieve a better balance between the costs and the revenues.
"Renault is also of the firm view that all entrants in the world championship must adhere to and operate under the same regulations."
BBC F1 correspondent David Croft reports that Renault's announcement underlines the unhappiness felt by the teams surrounding the proposal.
"Whilst not on the scale of the Ferrari announcement yesterday, this is another indication of just how deep the dissatisfaction runs currently within the F1 teams - not just of the proposals but the way they've been introduced," he said.
"The entries for next season open on 22 May and lasts for seven days - as it stands, Renault, Ferrari, Red Bull and Toyota could all be missing when the season begins next March."
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