Premium Synthetic 4-Stroke Motorcycle Oil with STM-3® Ceramic Technology

Yes — Cermax 4-Cycle is formulated to meet JASO MA/MA2 wet-clutch friction requirements. JASO (Japanese Automotive Standards Organization) MA/MA2 is the industry specification that governs friction coefficient for oils used in wet-clutch motorcycle engines — meaning engines where the clutch plates run in engine oil rather than in dry air or dedicated clutch fluid. Most Japanese motorcycles (Honda, Yamaha, Kawasaki, Suzuki) require JASO MA or MA2; many European bikes require it too. Automotive oils with moly-based friction modifiers will cause wet clutches to slip — Cermax's additive package is moly-free and formulated to maintain the clutch friction coefficient motorcycles need. The STM-3 SiC ceramic technology works inside engine metal (cylinder walls, bearings, cam lobes), not on clutch friction plates, so it does not interfere with clutch behavior. Also formulated to meet API SN/SP gasoline engine performance requirements.

The two numbers describe oil viscosity at different temperatures. The first number (with "W" for "winter") measures oil flow at cold-start temperatures — lower is thinner for easier cold-start pickup. The second number measures film strength at operating temperature (212°F / 100°C) — higher is thicker and maintains more film under heat and load. 10W-40 is the motorcycle default — balanced cold flow and hot-temp film strength, the factory spec for most sport bikes, cruisers, touring bikes, and adventure bikes worldwide. 5W-30 is thinner on both ends — specified only where OEM requires it (specific Honda sport bikes in cold climates, scooters). 10W-30 splits the middle — used on some smaller Japanese cruisers and some 4-stroke dirt bikes. 20W-50 is the thickest — required for most Harley-Davidson engines, Indian V-twins, older Honda Gold Wing, air-cooled BMW boxers, and any hot-climate or air-cooled motorcycle where the oil runs hotter than liquid-cooled engines and needs a thicker hot film. Bottom line: use exactly what your owner's manual specifies. Deviating can cause wet-clutch slip (if too thin), oil pressure issues (if too thin or too thick), or cold-start wear (if too thick for your climate).

Yes — Cermax 4-Cycle in 20W-50 is appropriate for Harley-Davidson engine sumps. Specifically: Evolution Big Twin (1984–1999) and Sportster Evolution (883 and 1200, through 2022); Twin Cam (88, 96, 103, 110 — 1999–2017); Milwaukee-Eight (107, 114, 117 — 2017+); Revolution Max (Pan America, Sportster S, Nightster). All are typically 20W-50 in the engine sump. Important note on Harley-Davidson multi-sump architecture: most Harley-Davidson motorcycles have three separate oil reservoirs — the engine sump, the primary chaincase, and the transmission. This product is for the engine sump only. The primary chaincase uses a specific Harley Primary Chaincase Lubricant (some riders substitute engine oil with acceptable results, others don't; the factory recommendation is the dedicated primary fluid), and the transmission typically uses a dedicated transmission gear oil (again, factory recommendation). Do not use this engine oil in the primary chaincase or transmission unless your owner's manual specifically permits it for your model year. For the transmission, see our Cerma Manual Transmission Treatment. For maximum engine protection on Harleys, also consider the one-time Cerma Motorcycle Engine Treatment.

Yes — Cermax 4-Cycle fits essentially all 4-stroke motorcycle categories. Sport bikes: Honda CBR (600, 1000, Fireblade), Yamaha YZF-R6/R1, Kawasaki Ninja (ZX-6R, ZX-10R), Suzuki GSX-R (600, 750, 1000), Ducati Panigale (select) — typical spec 10W-40. Cruisers: Harley-Davidson (20W-50, engine sump); Yamaha Bolt, V-Star; Kawasaki Vulcan; Suzuki Boulevard; Indian Motorcycle (20W-50 for Thunderstroke/PowerPlus, verify for smaller models) — most 10W-40 to 20W-50. Touring: Honda Gold Wing (check year — older 10W-30, newer often 10W-40), BMW K/R-series, Yamaha FJR1300, Kawasaki Concours 14, Honda ST — typically 10W-40. Adventure / dual-sport: KTM 790/890/1290 Adventure, BMW GS-series, Yamaha Tenere 700, Honda Africa Twin, Suzuki V-Strom, Triumph Tiger — typically 10W-40. 4-stroke dirt bikes: Honda CRF, Yamaha YZ-F, Kawasaki KX-F, Suzuki RM-Z, KTM 4-stroke, Husqvarna FE/FC — typically 10W-40 or 10W-50 (use 10W-40 here). Always verify the exact viscosity in your owner's manual; factory spec changes across model years for many bikes.

It prevents it. Wet-clutch slippage is caused by oils that contain molybdenum-based friction modifiers (common in modern automotive oils because they improve fuel economy). These modifiers reduce friction at metal-to-metal contact points — which is excellent for car engine efficiency but causes motorcycle wet-clutch plates to slip under acceleration because clutches rely on controlled friction to transfer torque. Cermax 4-Cycle uses a moly-free friction modifier package specifically designed for wet clutches, tested to meet JASO MA/MA2 friction specifications. If you've experienced clutch slip with another brand of oil, switching to any JASO MA2-rated motorcycle oil typically resolves it — and Cermax adds the SiC ceramic technology layer beyond just meeting the spec. Separate note: the STM-3 ceramic technology works at the molecular level inside engine metal surfaces (cylinder walls, bearings, cam lobes) — not on clutch friction plate material — so the ceramic component doesn't affect clutch behavior at all.

Yes — this is the design case. Most modern motorcycles use a shared-sump architecture where one oil lubricates the crankcase, the transmission gears, and the wet clutch plates simultaneously. This imposes requirements that automotive oil cannot meet: the oil must have specific friction properties for the wet clutch (JASO MA/MA2), shear stability to survive the gear-train shearing action, and additive chemistry that protects both engine bearings and transmission gear faces. Cermax 4-Cycle is formulated to meet all three requirements. Common shared-sump bikes: virtually all Japanese motorcycles (Honda, Yamaha, Kawasaki, Suzuki), most Italian bikes (except dry-clutch Ducatis), most European sport and touring bikes, most adventure and dual-sport motorcycles. Exceptions: Harley-Davidson (separate sumps for engine, primary chaincase, and transmission); some BMW boxers and Guzzis (separate transmission); dry-clutch Ducatis (clutch outside the oil). For these, Cermax 4-Cycle goes in the engine sump specifically; other sumps use their dedicated fluids.

Yes, and the SiC ceramic technology is especially useful in this context. Older air-cooled engines run hotter than modern liquid-cooled ones, which is exactly where traditional oil film strength is most challenged — and exactly where the temperature-independent ceramic layer adds the most protection. For vintage bikes (pre-1980), many owners prefer 20W-50 regardless of era-specific recommendations because period oil formulations were less capable and required thicker viscosity to achieve equivalent film strength; modern 20W-50 synthetic outperforms period-spec 30W or 40W straight grades in the same application. For 1980s–1990s motorcycles, follow the factory viscosity recommendation — the oil technology of the era was mature enough that the spec was correct. One honest note on ZDDP: modern API SN/SP gasoline oils reduced zinc/phosphorus (ZDDP) content for catalytic converter protection, which some vintage engine owners worry about because ZDDP is the classic anti-wear additive that protected flat-tappet camshafts. Cermax uses the SiC ceramic layer as a primary anti-wear mechanism, which works in addition to whatever ZDDP the base formulation contains, providing older flat-tappet engines with protection through both mechanisms.

Yes, two selections at checkout. (1) Package Type = viscosity grade (10W-40, 5W-30, 10W-30, or 20W-50). Match this to your motorcycle's OEM recommendation. (2) Oil Quantity = container size (Quart, 12-Quart Case, 5-Gallon Pail, or 55-Gallon Drum). Match this to how much oil you need. For a single oil change on most motorcycles (3–5 quarts typical; Harley-Davidson engine sump 3–4 quarts), order the required number of Quart units. For riders with multiple bikes or planning several changes per season, the 12-Quart Case offers better per-quart economics. For dealerships, service shops, track teams, and fleet operations, 5-gallon pails and 55-gallon drums are available with volume pricing — call 239-344-9861 for dealer accounts and drum pricing. Bundle & Save discounts apply to quart purchases: Buy 2 save 10%, Buy 5 save 20%, automatically applied at checkout. Use code C10 for an additional 10% off any order.