CarbonForBikes Lucky Lube® solid lubricant’s efficiency
With CarbonForBikes, you will drive at least 6000 km (urban use) with your chain always lubricated! The on graphit based industrial and solid lubricant cares for your chain, and sprokes permanently.
Minimal maintenance required
With solid chain lubrication, you can typically drive 6,000 km with a continuously-lubricated chain! The graphite-based solid lubricant continually lubricates the chain and chain wheels while driving, even in the rain.
Continuous lubrication, even while driving in the rain
Thanks to its excellent creeping ability, the solid lubricant reliably distributes itself all over the chain and chain wheels while driving. Even after driving in the rain, the chain wheels are automatically covered with a complete lubricating film after driving only 5 km.
The grease- and oil-free lubricated chain stays visually clean and does not collect grime. Grease-covered rims, frame and clothing are a thing of the past.
Ideal for all motorcycle types
This includes travel enduros and supersport machines. The excellent test results prove that solid chain lubrication can stand up to the widest variety of conditions.
CarbonForBikes Lucky Lube® Test product
Schunk-group’s patented solid lubricant was subjected to a comprehensive series of tests, both on the test stand and on the road. System safety and functionality were the focal points of the tests. The test motorcycles used included a travel enduro (Suzuki V-Strom DL 1000), an enduro (Yamaha WR 250R) and a super bike (KTM RC8). The test parameters and conditions are listed in the following.
Systemsafety and mecanics
The solid lubricant was put through its paces on a test stand (Motorrad TestCenter, Stuttgart, Germany) to test system safety and mechanical resilience. The test conditions were chosen in such a way that the solid lubricant would be subjected to extreme stress by the chain tension, chain whipping and sudden load changes.
The test stand runs were carried out under the following conditions, among others:
• Maximum acceleration
• Maximum speed with engine speed reduction (coasting)
• Full acceleration from 1st to 6th gear
• Extreme load changes
• Sudden jumps in engine speed
All tests were repeated 15 times. The test vehicle was a Suzuki V-Strom DL 1000.
No negative findings. Neither the solid lubricant nor its mount showed signs of breakage, cracks or other damage.
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To determine whether and to what degree the solid lubricant affected the motorcycle’s chain temperature, the temperature of the Suzuki V-Strom’s chain was measured during a 250 km highway trip by means of a 2d-datarecording system. The values were then compared to the results of the previous reference measurement carried out on a conventionally lubricated chain.
In comparison to the chain temperature with conventional lubrication, the temperature at the lugs and rollers was consistently lower with solid lubricant.
The noise level was measured to determine whether the solid lubricant caused the motorcycle chain to make more running noise. The noise test took place on a street without other vehicles.
The measurement is part of the official approval and homologation for motorcycle road service.
In addition, noise measurements excluding the influence of engine and exhaust noise were carried out. To measure the noise upon passing, the Suzuki was accelerated in such a way that it reached traffic cone 1 at a speed of 80 km/h. The driver switched off the engine just prior to that point. Click here to see the test setup.
Furthermore, the subjective impressions of all test drivers, who paid attention to the noise in all the other test situations, were important indicators.
After multiple trials, no difference in the noise level between standard chain lubrication and solid chain lubrication was measured. The measurement results are supported by the subjective impressions of the test drivers, who did not notice an increase in noise either, regardless of the driving conditions and route.
Chain set wear
After carrying out a variety of test runs under the widest range of conditions and a subsequent extended test of over 12,000 km with the solid lubricant installed, the entire chain set was removed and its components examined closely to precisely determine the resulting wear. To measure the chain stretch, the opened chain was suspended from the first link and a 10 kg weight was attached to the last link. Two slightly different measurement methods were used:
• Measurement over 21 pins recommended in the maintenance manual of the Suzuki for the standard RK X-ring chain.
• Measurement over 16 pins via DID recommended by the chain manufacturer and comparison to the corresponding chain testing gauge.
Both results can be found in the following, each in comparison to the indicated degree of wear.
As per maintenance manual (21 pins)
New chain: 318.1 mm
After 12,000 km long-term test: 318.5 mm (0.13%)
Degree of wear: 319.2 mm (0.41%)
As per DID (16 pins)
New chain: 238.5 mm
After 12,000 km long-term test: 238.9 mm (0.17%)
Degree of wear ’1′ (start of critical range): 240.9 mm (1%)
Degree of wear ’2′ (replacement recommended): 243.3 mm (2%)
Regardless of the test procedure used, the chain only stretched about 0.1%. This minimal stretch is well below the degrees of wear specified by Suzuki/the chain manufacturer for this chain, which speaks for the good lubrication.
Service life of the unique lubrication unit
Another highly decisive criterion is, of course, how long a solid lubricating rail like this lasts. Naturally, it depends on the volume of lubricant in the unit and therefore the motorcycle type (available space), but the units are generally designed to last 6,000 km. Rail wear was constantly monitored and measured under every test condition during all test runs, from the highway to the poor-condition routes and during the extended test over 12,000 km, for this reason.
The various test runs showed that the service life of the lubrication unit is actually at least 6,000 km. The chain set was lubricated evenly and at all times over this route (increased material application occurs initially), regardless of the various test conditions. This “initial behavior” is typical, as the lubricating rail adapts itself optimally at the beginning of use. This also means that an impervious lubricating film is present on the entire chain set right from the beginning. The service life of the solid lubricant can be increased (depending on the motorcycle model) if the available space of the motorcycle permits the attachment of a larger lubrication unit..
Interaction with O-rings ?
With solid lubrication, the O-rings of the motorcycle chain are continuously subjected to friction at the lubrication unit while the motorcycle is moving. Naturally, the sealing rings were meticulously checked for damage caused by contact with the solid lubrication for this reason. A check was also carried out to determine whether oil could escape from the permanent oil filling. The condition of the sealing rings was constantly observed and documented. A second lubricating rail variant was tested for this reason, whereby a W-shaped profile prevented contact between the sealing rings and the lubricating rail. Both results were compared to the standard oil-lubrication setup.
The sealing rings showed absolutely no signs of damage due to contact with the solid lubricating rail. At no point did their condition differ from that with the standard oil-lubrication setup. This was also the case after the 12,000 km extended test.
“Spray” spill off behavior
One of the major disadvantages of lubricating with conventional viscous oils and greases is the soiling that occurs when oil is thrown off. The rims, frame and spokes, in particular, are affected by the sticky spray. Even drivers don’t always remain unaffected. This is why a special effort was made to look for any spraying of the lubricant or other soiling in all the tests carried out with solid chain lubrication.
The spill off behaviour of the solid lubricant was excellent durng all test. Neither the rims nor other components of the motorcycle were soiled by sprayed sticky components during the various test runs. On very long trips, only a very thin, non-adhesive layer of the abraded material could be found on the rim and swing arm, but it was removed very easily with a cloth. The solid lubricant is not soluble in water, but is easily wiped off with a dry or damp cloth without any cleaning agents. In addition, the solid lubricant does not attract dust and dirt, in contrast to viscous oils.
Interactions with bike components
During all the tests, testers tried to determine whether solid chain lubrication interacted with other vehicle components at all. In particular, testers attempted to determine if there were any effects of abraded material on the brakes.
Abrasion of the solid lubricant had no effect on braking behavior at any time. No other vehicle components showed any signs of being affected by the solid lubricant.
THE FIELD TESTS
Test kilometers: 6,320 km, of which: 3,150 km were wet
Temperatures: 6-21 degrees Celsius
Speed: max. 200 km/h
To observe the behavior of solid chain lubrication at continuously high speeds, it was tested over more than 6,000 kilometers on a variety of highways. The average swing arm displacement was approx. 40% due to bumps in the road and changes in acceleration and braking.
Solid chain lubrication exhibits optimum lubrication behavior on highways. A lubricating film can be seen on the tooth flanks of the chain wheels after a short drive on a dry or wet surface. This film is always present on all test runs. No increase in noise was detected.
Test kilometers: 335 km on mountainous and curvy roads
Temperatures: 6 – 15 degrees Celsius
Speed: 10 – 100 km/h
To subject the solid lubricant to especially high mechanical stresses, the Suzuki V-Strom traversed more than 300 km of mountainous and curvy roadway. Extreme load changes with maximum swing arm displacement and spring excursion utilization resulted from the changing acceleration, braking and hard turning.
Even high mechanical stresses don’t affect the excellent lubricating properties of the solid chain lubrication. As with all other test runs, an unbroken lubricating film was present and the chain set was well lubricated.
Test routes: on dust, sand, mud and motocross tracks
Test kilometers: 420 km,
of which 55 km were dirt roads and 80 km were motocross tracks
Temperatures: 12 – 14 degrees Celsius
Speed: 10 – 70 km/h
Conventional chain lubrication with viscous oils and greases has the major disadvantage of the oily chain attracting dust and dirt during the run, which is then difficult to remove. In addition, viscous lubricants collect sand and dust, which can lead to heavy wear on the entire chain drive. Since the solid lubricant is comprised of a non-adhesive material, this disadvantage shouldn’t come into play. Naturally, sufficient lubrication under these extreme conditions, i.e. dust and dirt on the chain, also had to be checked. This is why test runs were conducted on dirty streets and off the beaten track on dirt roads. A variety of test runs on a motocross track presented a special challenge. Click here to read the motocross test report.
A sufficient lubricating coating was always present on the chain wheels, even during runs on grimy or muddy ground. Less dirt and grime was collected on the chain and chain wheels thanks to the non-adhesive lubrication. Naturally, mud did cling, but the friction of the chain on the solid lubricant regularly cleans the chain. In addition, the grime does not adhere as with lubricating oil. This makes water-based cleaning possible.
Rain and adverse weather
Test roads: Highways and country roads, in many cases with standing water on the road; road salt on some stretches in the winter.
Test kilometers: 3,250 km, of which 170 km were traversed during uninterrupted rain
Temperatures: 5 – 21 degrees Celsius
Conventional viscous lubricants are generally washed off the chain and chain wheels very quickly while driving in the rain to the point where there is in effect no longer any lubrication. During long rainy runs, the chain runs (paradoxically) dry, i.e. un-lubricated. Before the next run, the chain absolutely must be re-lubricated, which requires time and effort. Otherwise, the service life of the chain set will quickly decrease. The lubricating behavior of the solid chain lubrication in the rain has been proven by a host of long-distance tests in continuous rain. On some highway trips, the chain lubrication was also subjected to the effects of road salt.
Lubrication was always present, even during rainy runs, since continuous abrasion of the lubricating rail took place during the entire run. After a long continuous run in the rain, the (securely adhering) lubricating film on the chain wheels had been reduced, but an impervious lubricating film was restored after only 5 km of rain-free driving. Re-lubricating with conventional lubricants was not necessary. The chain is continuously lubricated in the rain, and re-lubrication – mandatory in case of conventional chain greases – isn’t even required afterward! After a long drive in the rain, a slight surface rust formed on the chain when kept outdoors. This rust was removed during the first 25 km of the next run through contact with the solid lubricating rail. The chain was bare metal again. The road salt showed no affect whatsoever on lubricating behavior, the lubricating rail or surface rust formation.
Test roads: Motocross tracks with a dusty, dry clay surface and extremely rough terrain
Test kilometers: 220 km
Motorcycle: Yamaha WR 250 R
For motocross and enduro fans, the question always arises whether or not lubricating of the chain is sensible . Ultimately, it’s better to just deal with an un-lubricated chain on the terrain than to have one that is full of sand, dust and chain grease. The highly abrasive paste that forms heavily wears the chain set. Once the solid lubricant had proven its lubricating ability in bad weather, the next logical step was to subject it to harsher conditions on a motocross track. In contrast to attachment with the V-Strom and RC8, the solid lubricant was not installed in rail form on the swing arm, but rather was integrated into the chain guide of the Yamaha WR 250 R. It replaces the rubber piece there, covering both guidance and lubrication.
In all tests, the lubricating rail indicated very good lubricating behavior from the first kilometer on. The chain also ran quietly and easily after the tests were complete. In addition, the lubricant was also able to stand up very well to the mechanical stress. Since a non-adhesive solid lubricant was used, there was never any build-up of lubricant and sand on the chain, which means that the chain was protected.
Test track: Hockenheimring race track
Test motorcycles in comparison:
• KTM RC8 with conventional lubrication
• KTM RC8 with solid lubrication
Speed: up to 280 km/h
The new solid lubrication was presented with a special challenge by the Hockenheimring. Two KTM RC8s, one with conventional lubrication and the other with solid lubrication, were pitted against one another in a comparative test. The solid lubricating rail was subjected to real racing conditions in the form of extreme acceleration and speeds up to 280 km/h here. This was a real hardness test, where the chain lubrication’s ability to handle stress and its exemplary spray behavior were put to the test.
The solid chain lubrication stood up to the extremely high stresses with no problems. Above all, the visual comparison of the two motorcycles after the test run showed the aesthetic advantages of the new lubrication. Chain grease wasn’t sprayed everywhere, but there was a cleanly lubricated chain.
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Test roads: 45% highway and 55% country road in different weather conditions
Test kilometers: 12,000 km
Solid lubrication was examined more closely once again in a long-term test covering 12,000 kilometers. The main purpose was to determine the wear on the chain set under extended stress. Naturally, all the other test parameters, from lubricating behavior to sling-off behavior, were observed during the test as well.
The long-time test once again confirmed the positive results of the other individual tests. Lubrication functioned flawlessly without fail during the entire test. A careful examination of the drive chain set also confirmed that all individual components were in good condition after 12,000 km. Even the X-rings showed no signs of damage. The service life of the lubricating rail was 6,000 km. Solid lubrication was once again able to prove first and foremost its ability to cleanly lubricate a chain in an extended test. After runs on dry driving surfaces, almost no soiling was found on the swing arm, rear wheel or frame. Soiling of the vehicle parts was minimal even on wet driving surfaces. Another noise measurement was also carried out during the extended test. Even after 12,000 km, there were no deviations from the reference motorcycle lubricated with grease. The test result can be found under “Noise”.