This record shows a part of a test-protocol from development and testdrives made with a CLS 200µ. The CLS 200µ was tested on different motorcycles and by different drivers for 200,000km.
70,000km on a single chain
The idea and technical data of the CLS 200µ:
Microprocessor controlled, self-activating chain oil system with electronic adjustment of the oil feed via rotary switch with 11 different settings and automatic oil-viscosity balancing (not used on the prototype). Electricity consumption in standby 130µA (at start 200µA, thus the name 200µ).
Test beginning in spring 1997:
Electrical circuits are being built and tested. The idea of using a rotary switch comes up. The components are being gathered. Viscosity-tests on different oils. Refrigerator und oven are being misused.
Drytesting the electronics:
The circuit is left running for several days. New programs for the processor are being written. The system runs almost error-free on the first trial. A self-diagnosis program is being installed, which performs a self-test every 60sec and restarts the system in case of a software malfunction.
Endurance-test-motorcycle Kawasaki ZX-9R construction year 1998, motor power 143 PS.
Test beginning april 1999:
Mileage 3,156:
Installing the system in the ´98 ZX-9R. Installation of the electronics underneath the rear casing, right side of the frame. Application of the 500ml tank, in the storage compartment of the rear seat. The rotary switch is being installed in the front casing, onto the headlight mount, using the retainer plate. This position allows adjusting the system at any time, if needed, and offers a decent weather resistance. The semi-synthetic chainsaw oil by Stihl is being used as lubrication. First trial-settings with the rotary switch and the volume-control-unit.
Mileage 6,488:
System is leaking. The cause are the utilized paper-sealings, which were installed in the electronics. Air gets into the system through the sealings. They are being replaced by plastic-sealings. No sealing problems anymore.
Mileage 7,210:
The system does not work anymore. The electronics are being opened and the error is found. The oil-pipeline inside the electronic unit was damaged during the installation by a spike in the resin, coating the circuit board. The leaking oil killed the electronics. The electronics are being replaced. The casting technique is being changed, so no spikes can occur anymore.
Mileage 8,211:
Prototype (without temperaturesensor) is being replaced by a system with temperaturesensor. The system now includes a hose connecting piece, allowing to reconnect the hose back to the system, after having deinstalled it from the swing (reason: hose has to be cut for deinstallation).
Mileage 10,899:
Oil-test using a bio chain oil. Result: hardly any lubrication and not temperature resistant. The oil thickens during low temperatures and flocculates after a few weeks. The system is clogged and does not work anymore. All hoses and the tank are being replaced, the electronic unit is being cleaned using petroleum. Testing with other chain oils. The semi-synthetic Stihl chain oil proved to be very good at points of fluidity, lubrication and adhesive properties. It is implemented in the system. An additional benefit is: you can obtain it anywhere in the world and it is very inexpensive. The assumption, that the 500ml oil tank would last for only 10,000km, turned out to be wrong. The range is far above.
Mileage 15,477:
The tank needs to be refilled. However, more oil was consumed because of the constant trial-settings, than is required in practice. Setting 3 temporarily becomes the base setting. During rainy periods, the tests with the ZX-9R have brought no general results, since the chain hardly gets any protection from the rain by the chain guard. Thus, rain-tests are being made with a range of other motorcycles. These rain-tests using the ZZR-1100, the Suzuki Bandit 1200 and the GPZ 500S show that when the road is wet, you should use setting 4 or 5, during mediocre rain, setting 5-6 and during heavy rain, setting 6-9. After a heavy rain, it proved to be advisable, putting the system on the highest setting for 20km. On the ZX-9R it showed, that during heavy rain, it is best to turn up the system to the max.
Generally one can say, that driving during rain does not strain the chain all that much. The increased wear-out sets in when the water is gone and the chain is not cooled by it anymore. Once the chain is overheated, the built-in fat of the chain becomes fluid and can leak out from between the chain-web and the chain-roll. The chain becomes slack (chain elongation) and can begin to rust from the inside. The end is predestined.
Mileage 27,651:
Chain, cog and sprocket have no traces of wear-out. The electric unit is being optimized, new software is being used.
Mileage 27,811:
Installing a rain sensor. The results were insufficient. The sensor was not 100% reliable. It therefore does not come into question for the series.
Mileage 32,975:
The lubrication tank is being refilled. Still no traces of wear-out on the chain kit.
Mileage 38,284:
The tube fuse at the battery connection is being replaced by a flat fuse, which is now located inside of a waterproof safety-holder. The connector of the rotary switch, which is only moisture resistant, is being replaced by a waterproof and oxidation-protected connection, which significantly affects the production costs. The new connector has gold-plated contacts and an O-ring, making it waterproof up to 25m.
Mileage 39,199:
Installing a speed-dependent controller: using a sensor, the revolutions of the wheel are counted and the driven speed is determined. The oil feed is dependent on the speed traveled. The system goes back to rotary switch control, in case of loss or malfunction of the sensor.
Mileage 42,503:
The rotary switch is made waterproof by using an O-Ring. This step is very reasonable, because the rotary switch is not protected from water on many motorcycles.
Mileage 47,989:
The drive pinion has reached the wear limit. Examinations of the chain and the sprocket show that neither chain nor sprocket have wear-out symptoms like uneven chain length or crooked cog-wheels. The chain can not be pulled from the sprocket at all, demonstrating its good condition.
The drive pinion is being replaced by a new model from the original manufacturer. The chain runs stable and round.
The motorcycle is displayed at the Imot 2000 in Munich, ath the CLS stand. The oil tank is refilled for the exhibition. Many visitors can’t believe the mileage of the chain. Many traders refuse selling the system, since they rather want to sell chain kits and chain spray to customers.
Mileage 48,210:
The drive pinion has been run in, the chain is being retightened. The chain runs on a rubber coating to minimize the noise. The chain works its way into the rubber after the first few kilometers, thus the tension of the chain changes. This also happens on new motorcycles and is no wear-out effect.
The motorcycle is being displayed at the “Motobike” exhibition in Nuremberg. Again, many riders don’t want to believe the high mileage. The reaction of the traders we talked to was the same as in Munich.
Mileage 48,533:
Motorcycle exhibition in Fulda. Same thing as in Munich and Nuremberg. The volume-control-unit is being configured to release one single drop of oil every 25sec. on fully turned up rotary switch and 20°C. This base setting is being used for the next 12,000km.
Mileage 50,326:
The tests with the speed-dependent oiling show no significant benefit. Solely in city traffic with “stop and go” and during longer periods of driving on the autobahn, the benefits are visible. The sensor was deactivated for a few short periods to test the case of a malfuntioning sensor. Tests on country roads showed hardly any difference between the time-controlled and speed-controlled regulation. For reasons of cost and because it is not as successful as we thought, the speed-dependent control is not being used further.
Mileage 61,110:
The speed-dependent control is being uninstalled and replaced by a time-controlled.
Mileage 64,017:
The oil tank is refilled as preparation for a longer test drive. It turns out that, on dry roads, you can leave the rotary switch on setting 2 up to 120km/h and that setting 3 is enough for up to 160km/h. At sustained speeds of just over 160km/h for 20-30min. on setting 3, the chain slowly becomes too dry, but the lubrication is still enough for about 30min.
For optimized use of the rotary switch, the base setting is changed. A drop of oil must be dispensed every 45sec. at 15°C on fully turned up rotary switch. The other values can be found in the installation guide.
Setting 3 is for speeds up to 140km/h,
setting 4 is for speeds up to 180km/h,
setting 5 is for speeds up to 250km/h,
and for racers, setting 6 for up to 300km/h.
The changes are noted down in our latest installation guide. It can be found on the homepage.
Mileage 66,906:
The chain is purposely being retightened during a test drive in spain for the first time, due to wear-out of the chain. The range of 500ml of oil is at about 22,000km !!!
Mileage 70,000:
The 70,000km endurance test is finished. Results: the chain and the sprocket have survived the distance with any trouble. All x-rings are intact and the chain show only minimal traces of wear-out. The chain can be pulled a few mm away from the sprocket. The cog had to be replaced one time during the test.
Only one drive pinion and 2 litres of oil were used during the whole 70,000km. The chain was never cleaned or lubricated additionally during the whole distance. Also, it was still used, even after the 70,000km. The endurance test is being continued to see how long the chain will last, we reflect all events at the end of the test again.
Mileage 75,359:
The chain kit is being demounted because of the drive pinion reaching its wear limit again. The sprocket has also reached its wear limit. The chain itself is in an amazingly good condition. It has almost no uneven lengthening, all x-rings are intact, it still runs smoothly. Considering the high engine power and the rather fast driving with the ZX-9R, the test is proof for the enormous advantage of the system.
Cost accounting:
With CLS 200µ we needed a CLS 200µ System, 1.3 litres of additional chain oil and a drive pinion for 75,359km. Time needed to replace the pinion: 20min. The installation of the system can be done in 2 hours by hand, or in about 1 hour at an authorized dealer.
System: 199.00 €
1.3 litres of chain oil: 13.00 €
Drive pinion: 28.60 €
Working time pinion replacement: 10.00 €
Working time system installation: 45.00 €
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Total cost: 295.60 €
On average maintenance with spray:
Ca. every 20,000km a chain kit: 3 chain kits for 175.68 €
Installation cost: 45 € per hour, per change 1.5 hours. (with swing removal)
Spraying the chain ca. every 400-500km, one can of chain spray for 12 €, 25 cans for 75,000km, 12 cans of chain cleaner for 8 €
Chain kits: 527.04 €
Installation cost: 202.50 €
Chain spray: 300.00 €
Chain cleaner: 96.00 €
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Total cost: 1125.54 €
This results in savings of 829.94 € for 75,000km.
The used chain kit is displayed at future exhibitions we attend. (All exhibition dates can be found under “Dates” on our homepage.)
The test continues:
After the end of the original chain, we mount a chain kit from the company “France Equipment”. Actually, not just one, but four kits.
Mileage 75,359:
The first kit had such big holes in the steel of the sprocket, that we instantly sent it back.
Mileage 77,359:
The second kit’s cog-wheels were not circular, the chain was bumping. The third kit’s chain had uneven lengthening after just 11,000km (although it was reinforced). According to FE, that was due to problems with RK chains.
Mileage 88,956:
The fourth kit’s cog-wheels were so much out-of-centre, that the chain was literally jumping. Because of this extremely bad experiece, we decided to use another chain kit by the original manufacturer.
Mileage 91,281:
Installing a chain kit by the original manufacturer. What a delight: it runs absolutely round and smooth.
Mileage 91,631:
The chain has been run in and is being retightened.
Mileage 93,463:
A new chain oil is being tested. Basically, it is the same as the old one, but without the colourant and with different additives.
Mileage 96,896:
Another oil is being tested. This oil additionally contains components, which make it significantly more water resistant than Stihl’s oil. Also it has better fluidity.
Mileage 100,210:
The chain is slightly being retightened. Now it should be completely run in. No chain lengthening, it’s running absolutely even.
Mileage 114,988:
The test-motorcycle is being sold. If one disregards the unscheduled chainging of the bad chain kits, we olny used up one chain kit, one drive pinion and about 2.5 litres of additional chain oil on 115,000km.
The final settlement contains the, since 2004, increased prices for the CLS 200µ and the new CLS oil, which replaced the Stihl oil since 2003. The changing of the FE chain kits is not included.
Total costs for using the CLS 200µ for about 115,000km:
With CLS 200µ we needed a CLS 200µ system, 2.5 litres of additional chain oil and a drive pinion. Time needed to replace the pinion: 20min. A chain kit by Kawasaki for 175.68 €. The installation of the system can be done in 2 hours by hand, or in about 1 hour at an authorized dealer.
System: 209.00 €
2.5 litres of chain oil: 46.25 €
Drive pinion: 28.60 €
Wokring time pinion replacement: 10.00 €
Working time system installation: 45.00 €
Working time chain kit installation: 67.50 €
Original chain kit: 175.68 €
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Total cost: 393.85 €
On average maintenance with spray:
Ca. every 20,000km a chain kit: 3 chain kits for 175.68 €
Installation cost: 45 € per hour, per change 1.5 hours. (with swing removal)
Spraying the chain ca. every 400-500km, one can of chain spray for 12 €, 38 cans for 115,000km, 19 cans of chain cleaner for 8 €
Chain kits: 878.40 €
Installation cost: 337.50 €
Chain spray: 456.00 €
Chain cleaner: 152.00 €
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Total cost: 1823.90 €
This way, we efficiently saved 1,430.05 € on 115,000km. Not taken into account is also all the manually cleaning and oiling of the chain and rim, which is completely omitted or at least made easier.
