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About MVVS Links to MVVS pages and information . These engines have made a giant leap forward in Model airplane gas engine design, using minimum space requirements, and very high tech molybdenium-disulfide (MoS2) piston skirt plating to assist running in and reduce friction, increase engine life and reduce sagging, so typical in new two stroke gas engines. To this date, no other RC engine has this great feature. Engines run on oil, so oil is important! The engines like an oil mix of 30:1 - 32:1 for best performance and running in. . 40:1 is needed once run in. (MVVS recommendation) Personally, I like 1:33 as the best compromise between good running, and a clean plane, many bikers race at 25:1, so follow their practice and do not save on oil. MVVS recommends only Mobil 1 2T racing oil (or MX2T) as produced by Mobil-Exxon (Esso). It exceeds JASO FC class requirements, and meets/exceeds the new TISI and ISO L-EGD standards. If this oil is not available, find a fully synthetic 2-stroke racing oil that also exceeds the Jaso FC class and has at least 10 cStokes viscosity at 100°C (SAE 30 grade). It is well worth the effort. See the oil chart below to help you find alternatives in your vicinity. I stock Putoline oils, as well as the original MVVS oil (Made for them by Mobil) Depending on cowl design, the choke valve on the 26cc and 35/40cc sometimes disturbs carb settings. If you have problems setting up your engine, try removing the choke valve first. You may need to leave the shaft in place so you can thumb choke. Gas engines run much hotter than glow engines, Cooling of the engine should receive close attention. Air baffles or and/or guidingplates (jackets) should be used at all times. Air exits in the cowl should be at least 2 times the area of the air inlets, and be located in low pressure zones. If needed, create a low pressure air exit zone by using air dams in front of the exit opening, or louvres inside the opening. When in doubt, use louvres, because they are very effective in extracting air. Just a large air exit opening without any provision to provide low pressure just will not do very well. Air inlets should direct the air to the engine cylinder for proper cooling, Air inlets that do not direct the air to the engine should be blocked off, because the bypassing air uses air exit capacity, better used for cooling air. Take care that the carburetor is supplied with cool fresh air. If the carburetor gets hot, vapour lock can set in, and the engine will stop, or will be very hard to start after landing. For further information on cooling, look here.	Last update: 20 Jan 2012 Note on MVVS ignitions: Current ignitions are: MSR ICU types L (light) S (standard) P (pro) and B (Boxer twin). These have a three year warranty period, and essentially are plug and play units. Programming is only needed if the extra features that these ignitions provide are called for. Beware: the L- and S- ignitions are constructed for use of 2S-LiPo pack without regulator, and cease to operate at 6.5 Volts or lower. On the upper voltage end the ignitions can handle the 3cell A123 voltage. The P-version needs 9.5V -14.4V(3S LiPo cells); 4x A123 is the upper voltage limit Faulty operation has been reported when using JR power switches. The femal JR pin receptacles are too wide and do not provide proper contact. Bending the connector pins of the MSR unit can provide a (temporary) solution. Be sure to use all 100% secure contacts in your wiring harness. Loose fitting plugs are an indication of unreliable contacts and failing contacts if your engine has seen some running. Downloads: Manual ICU V2 or MVVS third generation ICU /S - /P ignition V2.0 Ignition types history: ICU ignitions (latest, By MSR) , with automatic advance were introduced in 2005. The ignitions need LiPo 2S (L- and S versions) and 3S (P-version and twin engines) for power, they have safe start, and shut off at reverse running. The L-S-P ignitions can all be used as-supplied, or be programmed for canister exhausts (short muffler) or tuned pipe (long muffler) and have the possibility to drive an automatich choke servo (S-P type only). Many "failures" have been reported, because the plug cap was not pushed down completely. When pushing the cap down, use much pressure and a slight twisting motion. For further instructions, scroll to the end of this page Vlach type EZM-1-TI, was introduced in 2003 and is now out of production and discontinued. It is an automatic advance ignition system that runs on 4.8 -6 Volts. (4 or 5 NiMH cells) The ignition has a safe start feature. With ~10° BTDC timing during starting, and low power consumption. Due to these features, they can safely be hand-started. The spark advance curve is programmed in the processor module. The second magnet resets the ignition, so it can fire again. MVVS engines up to 1-Jan-2005 and early Vlach ignitions, spark plugs Brisk UR17 or Champion DJ7J can be used. On later Vlach ignitions (2 magnets), only the resistor type UR17 or NGK BMR6F should be used. Non resistor plugs will show erratic running, or will not run at all. Manual download. When the voltage gets low, the timing advance is retarded again. This reduces maximum full throttle engine rpm to about 4000 so the pilot gets a warning to land ASAP. This Vlach ignition is no longer serviced. Replacement ICU ignitions by MVVS/MSR are available as a plug/play set for each engine type. The current RCexl ignitions also are a good alternative, but need some extra work with the prop drive or sensor placement. See example here. Vlach EZM-1MC ignitions were introduced in 2002. These ignitions used a single magnet. Downloads: Manual Vlach EZM1MC (page 1, page 2) PZ-1a type replaced the TZ-1A and was discontinued in 2002. it looks like a film roll canister. (2001 engines) Download the the PZ 1Aignition manual here for running instructions, and preparing the wiring harness. Original TZ-1A ignition: Manual download (2000, first gas engines produced) All mentioned ignition types are well shielded and will not produce RF interference if the braided HT cable shielding is not damaged. Protect this braiding well, as it also serves as a mass connection for the ignition electronics. An extra mass connecting wire can be connected between the spark plug cap and engine housing for extra security. Mejzlik propellers are the choice of TOC pilots. Why settle for less in the best engines you can get? See the propellor section for sizes available and shipping. an electronic PDF version of the MVVS gas engine flyer 2007 . In this flyer, you can find most info you need on the gas engines and accessories. This is what the spark plug should look like when the engine is properly adjusted at best power. Darker indicates too rich needle settings, Lighter is too lean. The picture is taken off my 35cc engine Brisk resistor plug, using Aspen fuel. The plug and ground strap is a doe tan colour. Pictures sometimes can be a bit off colour, and colour can also change with different fuels and oils. Here is a starter for carb settings and Walbro carb information Unless otherwise stated, all engines are supplied complete with plug and ignition and without muffler. The muffler is optional. and has to be ordered as separate item.
Warranty issues
Starting petrol (gas) engines: Starting procedure: 1) close the choke completely 2) turn on ignition, set the throttle at 1/8th open (fast idle), and flip the prop until the engine pops or starts. It will stop again. 3 )open the choke and start again. It should now start in a few flips. The well tuned engine needs to warm up just above idle speed, before it will react well to throttle. If idle mixture is set very lean, or outside temperatures are very low, the procedure may need to be repeated a few times before the engine will stay running. In general, lean idle mixtures make the engine less easy to start, Rich idle mixtures are very easy to start.
Putoline RS959 SAE30 synthetic two stroke racing oil: Putoline MHX SAE50 synthetic two stroke racing oil ASPEN SAE40 synthetic two stroke oil	High quality Jaso FC+ synthetic two stroke oils cannot be cheap. This is due to the high price of the base stock esters needed to get the job done. Do not use garden appliance quality oils in MVVS engines. I stock Putoline oils. Fully synthetic two stroke racing oil is prescribed by MVVS, because of it's high quality and good viscosity, and most important, it surpasses JASO FC class for ultimate protection of your precious engine This oil is a fullblown alternative for the Mobil oil which is no longer produced. I now carry a stock of Putoline RS959 racing oil  SAE 30 grade that mixes at 2-4% I have a stock of SAE50 grade MHX racing oil for mixing 1-4% . The 6 times MX sidecart world champion mixes this oil 1:120 in his Zaber watercooled engines. For aircooled engines, mix at 2.5% Mix at 3% for running in, and 2.5% thereafter, or stay at 3% The racing MX crowd uses as much as 4% oil mix in small engines ( 125cc and smaller). Leaner oil mixes than 2.5 % tend to rely on intermediately wet oil films, and place a heavy burden on the protection that the oil can provide at heavy loads. Also on stock: Aspen fully synthetic oil, which is a SAE40-weight oil with excellent engine cleaning properties, designed in cooperation with Husqvarna. Normal mix is 1:50. For MVVS 1:40 (2.5%) should be used. Lessons learnt: (sometimes the hard way): " engines run better with a little more oil". In tests, best fuel economy was achieved using a 3% mix (1:33), which is proof of less friction and consequently cooler running engines.
Obey Safety Rules in operating a gasoline engine.	You alone are responsible for the safe operation of your motor. Do not operate the motor if you do not want to be completely responsible for any damage or injury incurred or caused during its operation. Read all instructions before operating your motor. If you have any questions about any aspect of operating this motor, do not attempt to start or operate it. Never operate the motor, or fly, alone. When operating the motor, never stand, or allow anyone else to stand, in front of, or to the side of the propeller. Always stand behind the propeller. Keep away from the prop while operating the motor. Do not wear loose clothing near the motor or prop. Do not run the motor near loose material such as dirt, gravel, power cords, ropes, sand, etc. Loose material can be drawn into the turning prop causing injury or damage. Always operate the motor in an open area. Do not operate indoors. This motor can develop tremendous thrust. Make sure the aircraft is properly secured when starting or operating the motor. The motor can stop at any time, for a variety of reasons. Do not fly your plane in a way that damage or harm will result if the motor stops running. Inspect motor mount bolts and firewall integrity before operating the motor. Anyone in the immediate area of the motor should use eye protection during operation of the motor. Keep spectators at least 30 feet away when operating the motor. Turn off the motor before making any adjustments. Always use the proper size propeller. Never use a damaged, modified, or repaired propeller. Always use the correct length propeller bolts. Do not use spacers behind the propeller. Spinner cones must not touch the propeller. Thinner props may require using shorter prop bolts, especially if not using a spinner back plate. Make sure your prop bolts do not bottom out in the propeller hub. Check that the propeller bolts are tight before every flight at first. After that, propeller bolts must be checked for tightness at regular intervals. Wood props need to be checked every flight day. Failure to do so can result in sheared prop bolts and severe damage. Always install an ignition kill switch to stop the motor. Adjust the carburetor linkage so that the motor will stop when the carburetor is completely closed. Gasoline is extremely flammable. Be careful of any sparks from electrical contacts such as fuel pumps, battery chargers, etc. Do not allow smoking in the area of your fuel supply or motor. Store fuel in approved containers and in well ventilated areas. Allow the motor to cool before touching or fueling. Always turn the prop a few revolutions after running the motor to discharge the ignition system. The ignition system develops extremely high voltage. Do not touch it during operation.
A word or two about Petrol (Gasoline, or gas)	MVVS engines have a high compression ratio, and need 95 Octane petrol (US 90 or 91octane, see below). At altitudes above 1500 m (4500 ft) lower octane fuel (regular) will work as well. The European standard is the Research rating (RON). In Europe, 95 and higher is "super" petrol.  (Premium in US). Motor octane ratings (MON) are typically 8-10 points lower than RON. It is taken at higher rpm and loads, so in fact is more of a fuel quality rating than RON Pump gas in the US uses the mean value between RON and MON. So Pump octane ratings are called PON in the US and are (RON + MON )/2 . Example: Euro gas 95 RON is about 87 MON, so US pump gas is (95+87)/2 is 91 octane, and often sold as "premium" gas. This is the minimum octane that MVVS engines require. Clean air acts worldwide are active to reduce pollution by improving the fuel of our combustion engines. Lead additives to improve octane ratings are frowned upon or outlawed, so instead ethanol additives (Bio fuel) are used. This fuel is known as "Oxygenated Gas" for America's pollution prone areas. Care needs to be taken in selecting gas lines etc. As long as the octane rating is right, this fuel is safe for use in MVVS engines. The Walbro carbs will accept fuel with up to 10% ethanol mixed in, as is a legal requirement in many countries. Along these lines, a completely different fuel is now available, called Aspen. This is not petrol, but a highly refined alcylate re-destillate petrol fraction (RON/MON 95/92). It is develloped in Sweden to protect the lakes and spawning fish, and for lumberjacks who have to breathe the vapours all day long. The four stroke Aspen fuel can be mixed with the proper oil at ratio 1:40. Advantages are less, or no gum building, and no fuel degradation over time (3 years). The smell is neutral, and it contains no carcenogenes. The Aspen two stroke fuel is mixed at 1:50, and not suitable for MVVS engines. My experience so far: Aspen requires a very well tuned setup, and will then perform as well as gasoline. Sometimes the hot start will suffer to the extent, that a hot engine will not start unless fully cooled down. This depends much on the Walbro carb used, and/or idle settings. In all cases, the engine started very well again when the engine was allowed to cool down completely. With the Walbro WT610 carb, my engine started hot or cold on the first flip. The first start of the day always needed the starting procedure as described above.

MVVS third generation ICU /S - /P ignition V1.5
MVVS third generation ICU /S - /P ignition V2.0

The MSR-ICU ignition essentially is a plug and play unit, that in the *S and *P versions can be taken one step further to operate an automatic engine choke, and make the unit programmable. Default values are No choke servo, and pitts or side short muffler.

the ICU-L ignition V2.0 has two battery test modes. In either mode The ignition switches off when the prop is turned the wrong way. Programming switches between long and short silencer mode and vice versa. This ignition can switch between short muffler (side, pitts) and long muffler (canister, tuned pipe)
Mode 1: With the jumper on (closes) the rightmost pins, battery test is enabled,
Mode 2: With the jumper off (open) battery test is disabled.
Muffler type re-programming sequence: (switch muffler type)
power on ignition, and let ignition enter sleep mode.
now unplug jumper (battery test mode 1) or plug in jumper (battery test mode 2)
wait about three seconds, until the led flashing changes to a one second rithm. Short led on is short silencer (shorter on than off), long led on is long silencer.
Power off ignition
With power off, reset the jumper to the desired battery test mode (mode one is closed, mode two is open)
If now the ignition is in the wrong muffler type, repeat the sequence, and it will swith to the other type muffler.


Programming the ICU-Standard and Pro ignition system for choke servo and muffler type

Small Silencer Choke Settings
(In cowl mufflers like 3207S and 3208S, Bisson, etc.)
For programming, remove the throttle servo from the receiver, and connect the throttle output with the ignition using the supplied programming cable.
The choke servo is connected directly to the ignition.

0)      With Transmitter and Receiver switched on, switch on the ignition. with throttle stick in midway position
1)      Using the throttle stick, close the choke until it closes completely. Wait until the LED blinks once, indicating the ignition has memorized the “closed choke” position.
2)      Using the throttle stick, open the choke valve until it is all the way open. Wait until the LED blinks once indicating the ignition unit has memorized the “choke open” position.
3)      Hold open choke position for an additional 5 seconds, and the LED will blink rapidly, indicating that the Short Silencer Pre-ignition program has been set.
4)      You can now disconnect the ignition from the receiver.

Long Silencer Choke Settings
 (canisters 3204, 3206 and tuned pipes)
For programming, remove the throttle servo from the receiver, and connect the throttle with the ignition using the supplied programming cable.
The choke servo is connected to the ignition.
steps 0 through 2 are identical with short muffler.

0)      With Transmitter and Receiver switched on, switch on the ignition with throttle stick in mid position (150mSec servo signal).
1)      Using the throttle stick, close the choke until it closes completely. Wait until the LED blinks once, indicating the ignition has memorized the “closed choke” position.
2)      Using the throttle stick, open the choke valve until it is all the way open. Wait until the LED blinks once indicating the ignition unit has memorized the “choke open” position.
3)      Move to the choke closed position, and keep for an additional 5 seconds, and the LED will blink slowly, indicating that the Long Silencer Pre-ignition program has been set.
4)   You can now disconnect the ignition from the receiver.

Power requirements of ICU ignitions:
The ICU L and S ignition systems require a minimum of 6.5, and up to 8.4 volts for proper operation.  It is recommended to use either a 6-cell, 7.2-volt Ni-Cd/Ni-MH battery or a 2-cell, 7.4-volt Li-Po (lithium-polymer) battery as the power source for these ignitions.  A Capacity rating of 1200mAh will last for about two hours flight (8x 15 minutes). The version two L- and S- ignitions will test for 6.5 Volts minimum, but unlike version one which need 6 cell NiMH packs, will keep running at the lower voltages of 5-cell NiMH packs.

The ICU P systems require 9.5 Volts  to 13 Volts for proper operation.  It is recommended to use either a 9-cell, 10.8-volt Ni-Cd/Ni-MH battery or a 3-cell, 11.1-volt Li-Po (lithium-polymer) battery as the power source for these ignitions. It will also take 4 cells A123 .

OIL chart, of oils I currently have data for.
Oils in bold are generally suitable for cantilever crank engines like MVVS, DA and the likes. These oils have at least SAE 30 weight viscosity and excellent high temperature operation and clean running.
!!Beware!! MVVS does not support the oils in red, or mixes leaner than 1:40!!
In general, Mineral oils and oils that do not meet Jaso FC are not supported .

Want to know more about oil? Visit Mark Lawrence's All about oils
API charts about viscosity etc, PDF format

Brand	Name	Use	type	mix ratio	specific mass	Viscosity Index VI	Viscosity cSt @ 100°C	Viscosity cSt @ 40°C	flash point Pensky Martin	pour point	klass (NR=no rating)	total base	ash	color	remarks
AeroShell	sport2T	air-2T	mineral		0.866			61.6	100
Amsoil	Dominator	Racing	synth	2%		157	7.6	41.4	92	-48	Not supported by MVVS
Amsoil	Interceptor	sport	synth	2% or inj.		173	7.6	38	80	-48	Not supported by MVVS
Amsoil	Saber Pro	scooter	synth	1-2%		145	11.9	78.2	101	-38	Not supported by MVVS
Amsoil	series 2000	racing	synth	2%		139	8.3	51	110	-42	Not supported by MVVS			red
Amsoil	ATC 100:1	sports	synth	1-2%		?	10.9	82.9	264	-28	Not supported by MVVS			blue
Aspen	2T	Sport	synth	2-3%	0.88	148	12	76	75°	-40	two stroke mix with 2% oil is not supported by MVVS, Use at least 2.5% oil when mixing!
Bel-Ray	H1R	Sport	synth	2-3%							Recommended pre-mix ratio is 32:1 for 125cc and smaller engines; 40:1 for engines larger than 125cc.
Bel-Ray	MC1	Sport	ester	2%							Bel-ray recommendation is 2% MVVS needs 2.5%
Castrol	R2 racing	sport		2-5%	0.878	SAE19	7	36	87		JASO FC++		0.12	green
Castrol	TTS	sport	synth	2-4%	0.875		7.6	43.2	73	-51	jasoFC/ISO L-egd	3.6		red
Castrol	power RS 2T	racing	synth	2-4%	0.875	162	7.6	43.2	73	-51	Jaso FC/API/TC/ISO L-egd
Castrol	RSscooter	scooter	semi-synth	2%	0.896		9.7	78.6	138	-39
Castrol	XR77	racing	synth	2.5-4%	0.91	138	14.9	112	223	-24	report 417478/01 EMPA		0.31	red
Castrol	A747	racing	castor/synth	2.5-10%			21	185	273					brown	Not for use in freezing conditions
Castrol	garden2T	garden	mineral	2-4%	0.874	126	7.5		75	-36
Castrol	GrandPrix	MX		2-5%			5.4		160	-45	API TC+
Elf	moto2XT	sport			0.88	100	11.3	75.3	108	-36	NR		0.12	blue
Elf	sport2	competition			0.9167	142	15.1	111	276	-48	NR		0.09	blue
Elf	HTX 909	racing	castor/synth		0.95		17	157	288	-24	NR		0.2	red
Elf	HTX 976	racing	synth	3-4%	0.91	129	18.8	165	230	-21	NR		0.23	blue
ERG	Gold mix 2T	??	synth	any	0.912	120	10.2	75.2	210	-24
Erg	Mix synt 2T	sport	semi-synth	any	0.88	105	10.5	88	230	-15	less than 1:40 Not supported by MVVS
Klotz	R 50	Racing	Synth	2-5%		??	18.6		287	-23	less than 1:40 Not supported by MVVS
Kroon	tornado	sport	ester	2-4%	0.88	160	10.7	63.3	98	-45	less than 1:40 Not supported by MVVS Jaso FC/apiTC/ISO-Legd (Dit is dezelfde olie als Putoline RS959)	1.8	0.18		same as Putoline RS959?
Kroon	Scoosynth	scooter	synth		0.868	129	9.56	64.6	102	-25	Jaso FC/apiTC/ISO-Legd
Kroon	Maestrol	garden	synth		0.868	129	9.56	64.6		-26	apiTC/ISO-Legd	1.4	0.14
Lawnboy	2T-generator	garden	mineral	3%	0.87	na	na	33	71°	na	oil is of SUS 167 viscosity			purple
Mobil1	MX2T	racing	synth	2-4%	0.884	154	13.8	90	110°	-42	JASO FC++
Mobil1	2t	racing	synth	2-4%		154	13.8	90	224°		JASO FC++			honey
Motul	800 RR	racing	ester	3-4%	0.93	140	19.2	157.4	274	?	api TC			brown
Motul	800 OR	offroad	ester	2%	0.914	135	15.5	120	252	?	api TC			orange
Motul	Kart GP2T	racing	ester	4-6%	0.916	139	16.4	127	250°C	-33	api TC, keeps engine clean
Motul	Kart 2T	racing	ester	3-5%	0.914	132	15.1	122	250°C	?	api TC, for moist conditions			red
Motul	710 2T	racing	ester-based	2-4%	0.862	157	8.9	46.4	88	?	api TC, jaso FD
Motul	510 2T	scooter	ester-based	2-4%	0.858	142	8.2	66.5	92	?	api TC, jaso FC
Penzoil	Aircooled		mineral	2-7%	0.88	112	10.3	78.6	104	-33	Not supported by MVVS			blue
Penzoil	premium outboard	garden	semi-synth	1-4%			9.53	58.7	100	-39	TC-W3, Not supported by MVVS
Putoline	RS959	sport	ester	2-4%	0.88	167	8.3	63.3	98	-45	Jaso FC++ for air cooled engines	1.8	0.18	brown
Putoline	MHX	racing	ester	1-4%	0.893	132	18	152	100	-33	SAE50 Jaso FC++ ISO L-EGD++ Water cooled.			blue
Putoline	MX7	racing	ester	2-4%	0.877	174	8.3	42.7	86	-21	API-TC+			blue
Putoline	kart tech 2	racing	castor/synth	4-6%	this oil mixes with gas, methanol and nitromethane						no ratings			blue
Redline	2T-Racing	racing	synth	1-5%	0.91			76	103		ISO L-EGD+ http://www.redlineoil.com/content/files/tech/Two-Stroke%20Technical%20Info.pdf
Redline	2T-kart	kart	synth	1-5%	0.91			76	103		ISO L-EGD+ http://www.redlineoil.com/content/files/tech/Two-Stroke%20Technical%20Info.pdf
Redline	2T-sport	sport	synth	1-5%	0.88				82		ISO L-EGD+ http://www.redlineoil.com/content/files/tech/Two-Stroke%20Technical%20Info.pdf
SHELL Advance	Scooter plus2	scooter	synth		0.884	189	8.6	42	91	-51	API TC, JASO FC, ISO-L-EGD			red
SHELL Advance	2T MAX	racing	synth		0.884	187	8.6	42	91	-51	API TC, JASO FD, ISO-L-EGD			green
Shell Advance	Ultra2	sport	synth		0.855	130	9	58.1	102	-20	API TC, JASO FD, ISO-EGD	2.17	0.11	red
SHELL Advance	SX2	garden	mineral	premix	0.872	116	8.9	63.1	122	-20	API TC, JASO FB, ISO-L-EGB
SHELL Advance	VSX2	sport	semi-synth	premix	0.863	130	9.14	67	132	-20	API TC, JASO FD, ISO-L-EGD			purple
SHELL Advance	2T	scooter	mineral		0.863	130	9.14	67	132	-20	API TC, JASO FC, ISO-L-EGC			amber
SHELL Advance	Scooter2	scooter	semi-synth		0.863	112	9.2	68	134	-22	API TC, JASO FC, ISO-L-EGC
SHELL Advance	scooter 2T plus	scooter	synth	premix	0.853		8.9	68.1	102	-21	API TC, JASO FC, ISO-L-EGD
SHELL Advance	Racing X	racing	synth	2.50%	0.918	135	19.9	173.6	292	-37	Non-diluted, SAE50, not for marine use.				not pre-mixed
SIPS	2T-Plus	Sport	Synth	1%-3%	0.878	160	10.7	63.3	98	-45	JASO FC, ISO-L-EGD, API-TC, CEC TSC-3. standard use, 1:100, severe duty 1:50, extreme duty 1:40
Stihl	low smoke	chainsaws	semi-synth.	3% - 2%	0.935		10.05	77.5			2% Not supported by MVVS			green
Stihl	HP-Ultra	chainsaws	semisynth.	3%-2%	0.935		8.45	49	220		ISO LEGD, JASO FD Bio-degradable, by BP Lubricants USA Inc			green

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