DRIVETRAIN TRENDS: AMSOIL UNIVERSITY ADVANCED DEVELOPMENT PROGRAM

Brought to you by highly experienced Truck and Automotive Engineers and Lubrication Specialists. We have 27 years experience engineering and testing cars, trucks, engines, chassis components and systems, powertains and lubricants and we will put our extensive knowledge to use for you.

We are also longstanding Professional Grade members of the Society of Automotive Engineers (SAE). This prestigious position is ONLY granted to degreed engineers with documented work experience in the automotive engineering industry.

We have packed this website with useful information that will help you to make an informed decision regarding your choice of lubrication and filtration products for your vehicles and equipment.  

Your One-Stop AMSOIL source. Outstanding product and tech support and the absolute lowest AMSOIL Wholesale Pricing is available right here! Nobody beats our wholesale pricing!

DRIVETRAIN TRENDS: AMSOIL ADVANCED DEVELOPMENT PROGRAM

The following course in an introduction to the advancement of OEM technology. This technology is being geared towards the search for better fuel mileage, increased performance, and the improved drivetrain fluids needed to make them work.

This is a more technical course designed for those who desire more ammunition to use when making high powered sales presentations.

Drivetrain Trends focus is on upgraded automotive and industrial drivetrain parts and the specific oils required for them.

Our main topics of discussion will include the following:
- OEM changes that promote oil upgrades
- Quality of upgraded oils
- History of oil upgrades and why
- Extended warranty oils, and how they differ from regular oils
- AMSOIL gear oil vs mineral oils test results
- Industrial gearbox types and their correct oils
- The advantages offered by AMSOIL Synthetic Drivetrain Fluids

DRIVETRAIN TRENDS - OUTLINE
- Allison Fluids TES-295
- GM Dexron IIIG and IIIH
- Ford Mercon, Mercon V, and Future Trends
- Heavy Duty Truck Axle Requirements
- New AMSOIL Gear Lube Market Trends
- New AMSOIL Synthetic Marine Gear Lube
- New AMSOIL Transmission/Transaxle oils
- Industrial Gearbox Types and Oils

COURSE OBJECTIVES
- Increase your technical knowledge for increased income (knowledge is power)
- Develop an understanding for where OEM's are going and to better understand your target markets
- Add more understanding of the difference in AMSOIL quality
- Learn what oils to recommend for different types of industrial gearboxes

This course has one specific goal in mind, "Knowledge is power". We hope to provide you with the information you need to increase your sales and your income. At the same time helping the customer by providing the correct lubricant for his application, decreasing his operational costs and adding to his uptime. We can do this by the following:

- Knowing the correct fluids for each application
- Knowing why each fluid is recommended for a specific application
- Knowing that you have the ultimate quality products (AMSOIL)
- Knowing that your knowledge is superior to your competition

ALLISON AUTOMATIC TRANSMISSIONS
- Allison specification history C's to TES
- AMSOIL Torque-Drive Quality
- Torque-Drive vs TranSynd Price Comparison
- Where to recommend Torque-Drive
- Should I use Torque-Drive in place of ATF?
- Benefits of using Torque-Drive

Over the next few pages we will dive into the reasons why Allison specifications TES-295 came about, the AMSOIL Torque-Drive alternative, price comparisons, where to recommend it, and the selling benefits of Torque-Drive vs Dexron III type oils.

ALLISON SPECIFICATION HISTORY

Years ago, Allison hypothesized that the reliability of transmissions were only as good as the components in those transmissions. One of the main components in an automatic transmission is the oil. Like any other component in the transmission, if the oil fails, so does the transmission. You could hypothesize that when the fluid reliability is increased, system reliability is increased and the transmission would be more reliable. This is the reason Allison has made the upgrades over time from C-Series to TES-295 and TES-353.

About the same time as TES-295 specification came out, Allison banned the use of any C-4 type tractor hydraulic fluids. If your fluid was Dexron III, C-4 ATF type fluid you could still use it but at much shorter oil drain intervals than the new TES-295 specified oils. TES-295 oil is for "extended drain", "severe duty". The new TES-353 is for "off highway", "rigorous duty" and will also be for longer drains than the C-4 type oils.

TES 353 No AMSOIL product at this time.

1955: C
1959: C-1
1967: C-2
1977: C-3
1989: C-4
1998 On-Hwy: TES-295
2003 Off-Road: TES-353

AMSOIL TORQUE-DRIVE QUALITY

AMSOIL Torque-Drive Synthetic Automatic Transmission Fluid is based on the same chemistry as TranSynd. This fine, infra-red scan (IR), revealing a chemical "picture" of both products, shows no measurable differences. This is like matching fingerprints, if they match they are the same base oil type, chemical types, amounts and same chemical bonds.

TORQUE-DRIVE vs TRANSYND PRICE COMPARISON

Castrol TranSynd
Price Per Gallon: $24.00 to $31.00
Warranty Cost Per Unit: Bus & Trucks $201 to $4,000
Depending on type of service and years of warranty

AMSOIL Torque-Drive
Price Per Gallon: $17.74
Warranty Cost Per Unit: None

As you can see, AMSOIL Torque-Drive is priced much lower than the Castrol TranSynd. This alone should give AMSOIL the edge for increased sales and income. In addition to the savings in initial oil cost, AMSOIL does not charge for any extended warranty. Since the average cost for extended warranty is about $2,000 when using with the TranSynd product, then by going with the AMSOIL Torque-Drive product you should save on average $2,000 up front and about $6.00 per gallon on every gallon purchased from AMSOIL.

Keep in mind that if they have already purchased an extended warranty, then they should use the TranSynd product. If they have not purchased an extended warranty, then they will still have the regular warranty, and can use the Torque-Drive from AMSOIL and receive the AMSOIL warranty at no charge.

A Torque-Drive Field Sales Tool (FST) is available from AMSOIL.

WHERE TO FIND ALLISON TRANSMISSIONS

Allison automatic transmissions are found in many different types of equipment. For example:

- Refuse trucks - School buses - Transit/Shuttle/Other Buses - Intercity buses - Motor homes - One-way rental trucks - Street sweepers - Crane trucks - Heavy equipment transports - Fire trucks - Emergency vehicles - General purpose trucking - Beverage trucks - Concrete mixers - Backhoes - Ditchers - Trenchers - Agricultural haulers - Agricultural spreaders - Utility trucks - Dump trucks - Aerial trucks

BENEFITS OF USING TORQUE-DRIVE OIL FUNCTIONS

1. Cooling - absorbs heat from transmission parts
2. Hydraulic fluid - actuates transmission valves and pistons
3. Lubricant - lubricates parts to reduce friction and wear
4. Friction Clutch Plate Engagement

These oil functions are more important in an automatic transmission than a gear oil would be in a stick shift. A stick shift will still work for a while if it runs out of oil, but an automatic won't go anywhere without the proper amount of oil.

BENEFITS OF USING TORQUE-DRIVE OIL DEGRADATION

Oils break down by Oxidation or Sheardown
- Oxidation is a chemical reaction when oil is affected by oxygen and temperature
- Design changes that affect oil breakdown from heat
- Sheardown is a cutting or shearing of the Viscosity Index Improvers (VII)

1. Oxidation results in sludge or varnish. An increase in viscosity or acidity and darkening of the oil's color are indications of sludge or varnish.

2. Sludge or varnish from oxidation can clog filters and solenoids, which can adversely affect shift quality, and increase component wear including clutch material.

3. Lower floor buses use shallow oil sumps because of clearance problems, which results in less cooling. This increased heat causes conventional oils to oxidize, form deposits, and not last as long as AMSOIL TorqueDrive.

4. Government noise and emission standards have required higher engine water thermostat settings, enclosed engine compartments, increased insulation and smaller cooling vents. Each of these design changes increase heat in the transmission.

5. Retarders take in air, promoting oxidation and discharge heat into the oil.

6. Viscosity Index Improvers (VII) help the oil keep a constant viscosity over wide temperature ranges. As the fluid passes through the gears they sheardown or get cut up and cannot maintain the desired viscosity. Permanent loss of viscosity from shearing can cause metal parts to contact each other resulting in wear or reduced component life. Transmissions will run hotter when the fluid viscosity is affected by sheardown.

7. Because of the AMSOIL synthetic base oil and additive chemistry, oxidation is kept at very low levels for long periods of time, making it suitable for use in Allison transmissions. Use where TES-295, TE-ML-14C, Mercon, Dexron III, and C-4 are recommended.

8. Torque-Drive does NOT contain Viscosity Improvers to shear down.

SHOULD I RECOMMEND TORQUE-DRIVE IN PLACE OF ATF?

- Although Torque-Drive is very high quality fluid, it was designed for specific industry needs.

- AMSOIL 100% Synthetic ATF was designed for multiple ATF requirements and should be used for such. Mercon, Mercon V, Dexron II, III, ATF+1 thru +4 and more.

Recommendations for ATD TES-295 and ATF

1. AMSOIL Torque-Drive was made for Allison Transmissions and transmissions that require specifications such as: Allison TES-295, C-4, Dexron III, Mercon, ZF TE-ML 14C

2. Use 100% Synthetic Universal Automatic Transmission Fluid where these specifications are listed: GM Dexron II and III, Ford Mercon, Mercon V, Chrysler ATF+ thru ATF+4, Honda Z1*, Toyota Type T & T-IV, Mitsubishi/Hyundai Diamond SP II & III, Allison C-3, C-4, Caterpillar TO-2, Voith G-1363, ZF TE-ML 14C, GM Strasbourg & Opel, Vickers I-286S, M-2950S

*Note: Not for use in CVT transmissions

WHEN TO RECOMMEND TORQUE DRIVE

New Allison Transmission
Recommended Product: AMSOIL Torque Drive
Comments: Recommend Torque Drive on all new Allison Transmissions where the client has not purchased ETC

Allison Transmission with ETC coverage in effect
Recommended Product: Castrol TranSynd
Comments: Recommend they stay with TranSynd until ETC coverage expires. Then convert to Torque Drive.

Out of Warranty Allison Transmission
Recommended Product: AMSOIL Torque Drive
Comments: Recommend Torque Drive if the majority of the fleet uses Allison Transmissions.

Out of Warranty Allison Transmission
Recommended Product: AMSOIL ATF
Comments: Recommend ATF if they have a mixed fleet like Dodge, Chevrolet, etc. ATF covers multiple applications.

BENEFITS OF TORQUE-DRIVE RECAP

- Stable oxidation resistance
- Longer oil drain intervals
- No viscosity improvers
- Less downtime
- Less maintenance
- More vehicle productivity
- Lower oil costs per gallon
- No expensive extended warranty costs

GM DEXRON III UPGRADES ARE IN EFFECT NOW!

Why change from Dexron IIIG to IIIH?

There has been differences in the oil quality from GM Factory fill ATF and Service fill ATF. GM Factory fill ATF has been much better quality than most of the Service fill ATF's. The upgrades to Dexron IIIH are to bring all Dexron III service fill oils up to the GM factory fill level of performance. Additive chemistry will stay the same as always. Group I base oils will not pass the testing requirements for wear, oxidation, cycling tests or the duration they must be tested at. AMSOIL Group IV PAO 100% Synthetic Automatic Transmission Fluid (ATF) is still light years ahead of the Service fill, and Factory fill oil quality.

DEXRON IIIG & IIIH DIFFERENCES ADDED TESTS FOR DEXRON IIIH

- Kinematic Viscosity
- Aeration Rig Test

1. The addition of reporting Kinematic Viscosity at 150C was an upgrade from reporting only at 40 and 100C.

2. The addition of the Aeration Rig to test new and used fluid from the cycling test. This test was brand new for Dexron IIIH and not performed on Dexron IIIG.

DEXRON IIIG & IIIH DIFFERENCES

- Vane Pump Wear Test
- Plate Clutch Friction Test
- THCT Cycling Test
- THOT Oxidation Test

1. Vickers Vane Pump Test weight loss was reduced to 10 mg from 15 mg. The smaller weight lost, the better the oil did it's job. This is a 50% decrease in wear test criteria.

2. Plate Clutch Friction Test. This test is still performed but at an extended time frame Dexron IIIG was 100 hrs and Dexron IIIH is now 150 hrs. This is a 50% increase in test hours.

3. THCT Cycling Test (shift feel) was increased from 20,000 to 32,000 cycles. Same criteria but longer time frame. The cycling test (shift feel) had an increase of 60% to meet the Dexron IIIH.

4. THOT Oxidation Test was increased from 300 hrs to 450 hrs. Again longer time frame. AMSOIL ATF far surpasses that at 900 hrs+. This Dexron IIIH test has been increased by 50%.

These tests show an approximate 50% to 60% increase in test requirements from Dexron IIIG to pass the Dexron IIIH. Oils that pass the Dexron IIIH will be much better service fill oils than were the Dexron IIIG oils. AMSOIL still passes these tests with ease, and is still far ahead of the competition. AMSOIL uses Group IV PAO Synthetic base oils, which are far better than the Group 2 or 3 required to pass the test for Dexron IIIH.

FUTURE ATF SPECIFICATIONS

- Mercon SP is here now!
- Mercon "1" coming as early as 2006
- GM Dexron VI

1. Mercon SP stands for Special. It is a short term oil until they come out with their Mercon "1" ATF. The Mercon SP will have very good EP/AW properties, Excellent Oxidation resistance, Excellent Low Temp qualities, excellent shear stability and a much lower viscosity (5.5-6.0 VK@100C). Mercon is only for limited Ford models and only from late 2003 until 2006. Ford recommends Mercon SP in the new Ford 6.0 diesel with the 5-speed automatic transmission Model #5R110W.

2. Mercon "1" is what Ford wants as their only fluid for all applications. They want it to be backwards compatible with Mercon SP, Mercon V, and Mercon products. This should come about in 2006. Currently,

AMSOIL offers Universal ATF which is recommended for both Mercon, Mercon V and Mercon SP.

3. GM Dexron VI is what GM wants as their only fluid for all applications. They want it to be backwards compatible with Dexron IIIG and IIIH. This should come about in 2005. Currently, AMSOIL does not have a suitable product that meets the GM Dexron VI.

AMSOIL is diligently looking into formulas that meet the new Ford and GM fluids.

HEAVY DUTY TRUCK AXLE REQUIREMENTS

New AMSOIL Gear Lubes

SVG (old TGR)

SVO (old TGO)

FGR (old AGR)

FGO (old AGO)

AGL (improved AGL) improved cold temperature performance for the person or company that requires SAE 80W-90 GL-5 gear lube.

HEAVY DUTY TRUCK AXLES

- 250,000 mile oil drain, extended warranty gear oils. SVG, SVO, AGL

- 500,000 mile oil drain, extended warranty gear oils. FGR, FGO


Roadranger Extended Warranties 250,000 mile oil change (AMSOIL, AGL, SVG, SVO)

E250 Dana SHAES 234 (formerly Eaton PS-037) for 250,000 mile oil drains

Marck GO-J (250,000 mile oil drain)

Meritor 0-76-N (75W-90) & 080 (80W-140)

Navistar 6816

MIL-PRF-2105E

API GL-5

Roadranger Extended Warranties 500,000 mile oil change (AMSOIL FGR, FGO)

E500 Dana SHAES 256 (formerly Eaton PS 163) for 500,000 mile oil drains

Mack GL-J Plus (500,000 mile oil drain)

Meritor 0-76-N (75W-90) & 080 (80W-140)

Navistar 6816

MIL-PRF-2105E

API GL-5


Tests required for Mack GO-J Plus, but not for GO-J are as follows:

1. L-60-1 Oxidation test (100 hrs GO-J+)(GO-J 9 is only 50 hrs)

2. 1-1/2 times the Cyclic Durability test

3. Wet Axle Gear Durability Test (ASTM L-37 modified)

4. Field Testing 500,000 miles


HEAVY DUTY TRUCK AXLE SPECIFICATIONS

SVG, SVO

- Up to 250,000-Mile Drain Interval
- API GL-5 & MT-1, MIL-PRF-2105E, Dana SHAES 234 (Formerly Eaton PS-037), Mack GO-J, Arvin/Meritor 0-76N (75W-90) & 0-76M (75W-140)

FGR, FGO

- Up to 500,000-Mile Drain Interval
- API GL-5 & MT-1, MIL-PRF-2105E, Dana SHAES 234 (Formerly Eaton PS-037) & 256 (Formerly Eaton PS-163) Mack GO-J+, Arvin/Meritor 0-76N (75W-90) & 0-80 (80W-140)

1. API GL-5 refers to the level of Extreme Pressure concentrations.

2. API MT-1 refers to non-synchronized heavy-duty transmissions. Also noted is the stringent oil seal compatibility and thermal durability test requirements.

3. MIL-PRF-2105E combines MIL-L-2105D with API MT-1 performance testing.

4. Dana SHAES 234 and Mack GO-J require base oils and additives to meet specifications for 250,000 miles.

5. Dana SHAES 256 and Mack GO-J Plus require base oils and additives to meet specifications for 500,000 miles.

6. Arvin/Meritor 0-76N, 0-76M, and 0-80 are viscosity specifications.


TARGET MARKETS: SVG & SVO or FGR & FGO

Severe Gear 75W-90 and 75W-140 are designed for severe duty service. Most people think of semi-trucks as the most severe duty class. However there are many reasons that separate automotive and semi-trucks into two very different duty classes.

Semi-trucks:
- 4 to 6 gallons of gear lube (large sump)
- Lots of area for cooling around the differential (no air restrictions)
- Large tire diameter (slow turning)
- Large gears and gear face surface areas
- Manufacturers are suggesting 500,000-mile oil drain intervals
- SWRI states, normal operating temperatures of 180F to 200F

Turbo-diesel trucks, vans, SUV's automobiles, etc.:
- 2 to 3 quarts
- Aerodynamics cut air flow and restrict cooling
- Higher towing limits than previous years
- More horsepower than previous years
- Increased interior space restricts area around the differential and increases heat buildup
- Exhaust pipes and mufflers are closer to the differential and increase heat build up
- SWRI testing as shows differential temperatures of 250F to 300F are common and temperatures up to 400F have been recorded


FGR & FGO DRAIN INTERVALS

Cars, SUV, Light & Medium Duty Trucks
- Normal: Drain at 100,000 miles of service or according to the owner's manual, whichever is longer.
- Severe: Drain at 50,000 miles of service or according to the owner's manual, whichever is longer.

Heavy Duty Class 8 Truck, Commercial Equipment
- Normal: Follow the OEM drain interval (miles or hours) for synthetic oil up to 500,000 miles. Otherwise, drain at twice the OEM interval for conventional oil.
- Severe: Follow the OEM drain interval (miles or hours) for synthetic oil. Otherwise, drain at twice the OEM interval for conventional oil.

FGR, FGO can be used in both automotive and heavy duty class 8 truck applications. However, they are made for long oil drain intervals in semi trucks.


SVG & SVO DRAIN INTERVALS

Cars, SUV, Light & Medium Duty Trucks
- Normal: Drain at 100,000 miles of service or according to the owner's manual, whichever is longer.
- Severe: Drain at 50,000 miles of service or according to the owner's manual, whichever is longer.

Heavy Duty Class 8 Truck, Commercial Equipment
- Normal: Follow the OEM drain interval (miles or hours) for synthetic oil up to 250,000 miles. Otherwise, drain at twice the OEM interval for conventional oil.
- Severe: Follow the OEM drain interval (miles or hours) for synthetic oil. Otherwise, drain at twice the OEM interval for conventional oil.

SVG and SVO can be used in both automotive and heavy duty class 8 trucks, however they are formulated for 250,000 mile drain intervals for heavy duty class 8 trucks.

Applications for SVG & SVO are:

1. Cars
2. SUV's
3. Medium Duty Trucks
4. Turbo diesel trucks
5. Police cars
6. Vans
7. Street sweepers
8. Ambulances
9. Race cars
10. Severe duty
- Heavy towing
- Shock loading
- Heavy hauling
- Steep grades
- Extreme hot temperatures


AMSOIL SYNTHETIC MARINE GEAR LUBE (AGM)

- Marine Gear Lube Environment: Possible Water Contamination
- Multiple Gear Types
- API GL-4 or GL-5
- SAE 75W-90 or 80W-90

Boat outboard lower units, stern drives, v-drives, bow thrusters, and marine transmissions are all subject to water contamination. This is an important consideration when recommending gear lube for marine applications.

Marine unit manufacturers require SAE 75W-90 or 80W-90 and either GL-4 or GL-5. AMSOIL AGM provides all of these requirements in one fluid.


AMSOIL SYNTHETIC MARINE GEAR LUBE (AGM)
EXTREME PRESSURE AND FOAM STABILITY TESTING

Test: FALEX Extreme Pressure Load Test B (LbF) (ASTM D-3233B) - No Water
- AMSOIL Synthetic Universal Marine Gear Lube: 1500
- Conventional Gear Lube (A): 1100
- Conventional Gear Lube (B): 1000

Test: FALEX Extreme Pressure Load Test B (LbF) (ASTM D-3233B) - With 10% Water
- AMSOIL Synthetic Universal Marine Gear Lube: 1500
- Conventional Gear Lube (A): 1000
- Conventional Gear Lube (B): 1000

Test: Foam Stability (ASTM D-892)-Sequence I-No Water
- AMSOIL Synthetic Universal Marine Gear Lube: 0/0
- Conventional Gear Lube (A): 0/0
- Conventional Gear Lube (B): 0/0

Test: Foam Stability (ASTM D-892)-Sequence I-With 10% Water
- AMSOIL Synthetic Universal Marine Gear Lube: 0/0
- Conventional Gear Lube (A): 0/0
- Conventional Gear Lube (B): 375/290

Test: Foam Stability (ASTM D-892)-Sequence II-No Water
- AMSOIL Synthetic Universal Marine Gear Lube: 0/0
- Conventional Gear Lube (A): 0/0
- Conventional Gear Lube (B): 0/0

Test: Foam Stability (ASTM D-892)-Sequence II-With 10% Water
- AMSOIL Synthetic Universal Marine Gear Lube: 0/0
- Conventional Gear Lube (A): 20/0
- Conventional Gear Lube (B): 590/0

Test: Foam Stability (ASTM D-892)-Sequence III-No Water
- AMSOIL Synthetic Universal Marine Gear Lube: 0/0
- Conventional Gear Lube (A): 0/0
- Conventional Gear Lube (B): 0/0

Test: Foam Stability(ASTM D-892)-Sequence III-With 10% Water
- AMSOIL Synthetic Universal Marine Gear Lube: 0/0
- Conventional Gear Lube (A): 0/0
- Conventional Gear Lube (B): 380/305

1. Conventional Lube (A) was affected by the water contamination which resulted in a 10% reduction in extreme pressure protection.

2. Conventional Lube (B) was affected by the water contamination which resulted foaming.

3. AMSOIL Synthetic Marine Gear Lube (AGM) was not affected by 10% water contamination and retained its already robust extreme pressure performance and was not affected by foam.


AMSOIL SYNTHETIC MARINE GEAR LUBE (AGM)

- Stern Drive
- Outboard Lower Unit
- V-Drive
- Bow Thruster

AMSOIL Synthetic Marine Gear Lube (AGM) is a direct recommendation for stern drives, outboard lower units, v-drives, bow thrusters and marine transmissions that require SAE 75W-90, 80W-90 and GL-4 or GL-5 performance specifications.

AGM is SAE 75W/80W-90 with performance specifications of GL-4 and GL-5. This means that instead of the old ALU only meeting the specifications for 3 manufacturers, AGM meets all the manufacturers specifications and is truly a universal marine gear lube.

1. Stern drives are transmission that are bolted to the back of a boat. The engine is not attached to the back of the boat, it is separate and inside the boat.

2. Outboard lower units are the engine and transmission all in one that are bolted to the back of a boat. Gear oil lubricates the "lower unit" gears not the engine.

3. V-drives are mostly found in ski boats with shaft drive propellers. These can be found in the middle of the boat.

4. Bow thrusters are found on larger boats and ships. They are used for maneuvering the ships for docking. They are sideways propellers inside a tube in the front of a ship.

AMSOIL Synthetic Marine Gear Lube protects against shock loading seen in high torque/horsepower boats and from cavitation.


COMING SOON!!!

*AMSOIL Synthetic Manual Transmission/Transaxle GL-4 Gear Lube (MTG)

*AMSOIL Synthetic Manual Transmission/Transaxle Synchromesh Fluid (MTF)

AMSOIL Synthetic Transmission/Transaxle GL-4 Gear Lube (MTG) is designed specifically for NV4500 transmissions in both Dodge and GM trucks.

MTG applications:
- Any manual transmission or manual transaxle requiring 80W-90, 75W-85 or 75W-90 viscosities and GL-4 performance specification
- GM part #12346190
- Chrysler part #4874459
- NV 4500 transmissions
- VW and Audi part #G005000

AMSOIL Synthetic Transmission/Transaxle Synchromesh Fluid (MTF) is designed specifically for automotive synchromesh systems.

MTF applications:
- NV 1500, 3500, and 5600 transmissions in Dodge and GM trucks
- GM specifications 9985648, 9986105 and 9985535
- GM part #'s: 12345349, 12345577, and 1052931
- Chrysler specifications MS-9224 and 9417
- Chrysler part #'s: 4874464 and 4874465



BUSINESS DEVELOPMENT

INDUSTRIAL GEAR BOX TYPES

Different gear box types require different types and viscosity gear lubes. Look for a tag or plate attached to the gear box for AGMA or manufacturer gear lube requirements.

Worm drive gear boxes (right angle/different plane) require AGMA 7EP or 8EP (AMSOIL SG Series) or AGMA 7C or 8C (AMSOIL RC Series). The worm gear (small steel gear) drives the bull gear (large brass or bronze gear), providing a higher percentage of gear reduction than helical gear sets.

Parallel shaft gear box is a type of gear box that usually requires an AGMA 3 or 4 (AMSOIL RCK or RCL).

A combination helical worm is a double reduction gear box. It has worm gears and helical gears. The manufacturer may require only synthetic R&O type oil, or they require EP type oil. A temperature range will be associated with this type of gear box.

Industrial gearboxes differ greatly from automotive gear boxes. The oils in industrial gear boxes also differ greatly. Industrial gear box oils range from ISO 100 R&O/AW (RCK) to ISO 680 R&O/AW (RCP) also Extreme Pressure type (EP) or ISO 150 to ISO 680 (SGK-SGP).

The most common ISO grades are ISO 220 and ISO 460.

Different kinds of gear boxes and the correct AMSOIL gear oils for them:

PARALLEL SHAFT SPUR GEAR

Three types of gearing are categorized as 1. parallel, 2. right angle shaft and 3. right angle shaft in different plans configurations. These types of gears are frequently seen in power transmission units. It is also common to see them in combinations for double or triple revolutions per minute RPM reductions.

Spur gears are considered a basic gear type and are widely used in parallel shaft applications. The whole gear tooth makes contact with the tooth face at the same instant. As a result, these gears tend to be subjected to shock loading and uneven motion. At higher speed, these gears can be noisy and exhibit a significant amount of backlash. In a spur gear set, if there is a smaller gear, it is referred to as the pinion.

There are exceptions, however; most parallel shaft spur gears require R&O oil. In this case, recommend the correct viscosity AMSOIL RC series.

PARALLEL SHAFT HELICAL GEAR

Helical gears differ from spur gears in that their teeth are not parallel to the shaft axis; they are cut in a helix or angle around the gear axis. As they rotate, parts of several teeth may be in mesh at the same time. This action reduces some of the loading characteristics of the spur gear. One drawback of the helical gear is that it produces some thrust force parallel to the axis of the gear shaft. To compensate for this, two helical gears with teeth opposite each other are utilized. One is cut with a right hand helix and other a left. When in operation, the thrust cancels each other out.

Lubrication is similar to spur gears. In this case, recommend the correct viscosity AMSOIL RC series.

PARALLEL SHAFT HERRINGBONE

Herringbone gears are an improvement from double helical gears. Both right and left hand cuts are used on the same gear blank, thus better gear meshing is possible. Herringbone gears are capable of transmitting large horsepower and are used in power transmission systems.

Lubrication requirements are similar to spur and spiral bevel. In this case, recommend the correct viscosity AMSOIL RC series.

PARALLEL SHAFT GEARBOX

This type of parallel shaft helical gearbox usually takes a turbine type oil (ISO 100 RCK), (ISO 150 RCL), (ISO 220 RCM).

PARALLEL SHAFT GEAR REDUCER

As a rule of thumb these type of parallel shaft gear reducers take a turbine type oil SAE 30, 40 or 50 grade. AMSOIL R&O oils (RCK ISO, 100, RCL ISO 150, RCM ISO 220) are the lubricants of choice.

Always go by the AGMA specification printed on the gearbox.

RIGHT ANGLE GEARS

Bevel gears are used to transmit motion between shafts that are at an angle to each other and can be set up at almost any speed ratio that is required. These gears may have straight teeth (straight tooth bevel gear) or helical type teeth such as Spiral bevel or Zerol type gears. Another type of gear that is used in automotive applications is the Hypoid Gear Type, which has an angle that intersects at 90 with the shaft.

Straight Bevel Gearing RC or SG series
Benefits: easy to manufacture, economical and low thrust
Limitations: noise, load carrying capacity and 6-1 ratio limit, relatively low speed

Spiral Bevel Gearing RC or SG series
Benefits: greater load capacity then straight bevel, capable of higher speeds due to tooth overlap, and runs smoother and quieter
Limitations: noise, load carrying capacity and high ratio limit 6-1, produces axial thrust

Zerol Bevel Gearing RC or SG series
Benefits: efficiency and low ratios
Limitations: noise, load carrying capacity and high ratios

Hypoid Bevel Gearing - Mostly used in automotive applications (SVG or FGR series) - Hypoid gears also operate in different planes
Benefits: efficiency much better than straight bevel, ratios as high as 100-1. Supporting shafts can pass each other. Low ratios and nonintersecting shaft centerlines.
Limitations: noise, lower efficiency than spiral

SPIRAL BEVEL GEARBOXES

In most cases, Spiral Bevel Gearboxes use an Extreme Pressure (EP) ISO 220 gear oil (SGM), (SAE 90). It's rare to see anything except steel gears in these types of gearboxes.

The shafts are 90 to each other and in the same plane.

WORM AND HELICAL GEARBOXES

Worm Drive Gearboxes
- Most worm drive gearboxes have a steel worm gear (smaller gear) and a brass or bronze bull gear (larger gear).
- The shafts are at 90 angles to each other and in different planes. This is a good indication that you are looking at a worm gearbox.
- Most worm drive gearboxes will use ISO 460 (RCO).
- Sump temperature should not exceed 200F.
- AMSOIL does not have an oil for gearboxes calling for AGMA 7C or 8C. These oils are compounded with acidless tallow fat. Often, an OEM will accept 75 or 85 as a suitable replacement. Verify with OEM.

Helical Drive Gearboxes
- Helical or parallel shaft gearboxes will use ISO 100 RCK, ISO 150 RCL, ISO 220 RCM. Depending on the AGMA listing on the lubricant tag normally found on the gearbox or in the gearbox literature.
- Sump temperature should not exceed 200F.

RIGHT ANGLE DIFFERENT PLANE

Double-enveloping worm gearing employs a specially-machined worm that conforms to the arc of the driven gear. This design increases torque throughput, improves accuracy, and extends operating life.

Double-enveloping worm gear means that the worm gear is smaller in the middle of the worm threads than it is on either end of the threads. This is common in worm gear boxes that go forward and backwards, as opposed to just one direction.

Worm gears are similar to helical gears and are used to transmit power through non-intersecting shafts. The most common type is a straight worm with the teeth of the worm wheel enveloping the worm producing line contact with the engaged teeth. The double enveloping worm gear set is designed to increase the number of teeth in contact while retaining the mating teeth. The advantage is the high reduction ratios that can be obtained with a small unit.

Worm Gearing
Benefits: low noise, smooth operation and high ratios (as high as 100:1)
Limitations: efficiency, high price per HP, and low ratios (5:1 min)

Double Enveloping Worm Gearings
Benefits: low noise, smooth operation, high ratios (as high as 70:1), low backlash, high load carrying capacity and shock resistance
Limitations: efficiency and low ratios (5:1 min)

Lubricant requirements and recommendations:
AGMA typically recommends a 7 COMP oil for most wear gear applications. In some cases, worm gears operating in continuous operation at high temperatures will receive an 8 COMP recommendation. In most cases, our RCO product ISO-460 AGMA 7 will meet the requirements for worm gears. The RCO product is recommended because its additive system will not react with yellow metals found in a lot of worm gears.

The SG series, Extreme Pressure oil may be used in worm gears that have steel worm and bull gears or when the manufacturer calls for an AGMA EP gear lube.


SPECIALIZED TESTS PERTAINING TO GEAR LUBRICANTS

Test: Timken OK Load (lb. Min.)
Method: ASTM D2782
Minimum Standards - US Steel 224: 60
Minimum Standards - AGMA 9005-D94, 9005-E02: 60

Test: 4-Ball EP
Method: ASTM D2783 - Weld Load (kg. min.)
Minimum Standards - US Steel 224: 250
Minimum Standards - AGMA 9005-D94, 9005-E02: -

Test: 4-Ball EP
Method: ASTM D2783 - Load Wear Index (kg. min.)
Minimum Standards - US Steel 224: 45
Minimum Standards - AGMA 9005-D94, 9005-E02: -

Test: 4-Ball Wear Scar
Method: US Steel S-205/ASTM D4172
Minimum Standards - US Steel 224: 0.35 mm max
Minimum Standards - AGMA 9005-D94, 9005-E02: -

Test: FZG
Method: Pass Load Stage, min.
Minimum Standards - US Steel 224: 11
Minimum Standards - AGMA 9005-D94, 9005-E02: 12

Test: Copper Strip Corrosion
Method: ASTM D130
Minimum Standards - US Steel 224: 1B
Minimum Standards - AGMA 9005-D94, 9005-E02: 1B

Test: Rust on Steel w/Water
Method: ASTM D665B Synthetic Sea Water
Minimum Standards - US Steel 224: Pass
Minimum Standards - AGMA 9005-D94, 9005-E02: Pass

Test: Demulsibility
Method: ASTM D2711 - Water in Oil (% max)
Minimum Standards - US Steel 224: 2
Minimum Standards - AGMA 9005-D94, 9005-E02: 2

Test: Demulsibility
Method: ASTM D2711 - Total Free Water (ml. min.)
Minimum Standards - US Steel 224: 80
Minimum Standards - AGMA 9005-D94, 9005-E02: 80

Test: Demulsibility
Method: ASTM D2711 - Emulsion (ml. max.)
Minimum Standards - US Steel 224: 1
Minimum Standards - AGMA 9005-D94, 9005-E02: 2

Test: Foaming Tendency/Stability
Method: ASTM D2892 - Sequence 1 (ml. max.)
Minimum Standards - US Steel 224: -
Minimum Standards - AGMA 9005-D94, 9005-E02: 75/10

Test: Foaming Tendency/Stability
Method: ASTM D2892 - Sequence 2 (ml. max.)
Minimum Standards - US Steel 224: -
Minimum Standards - AGMA 9005-D94, 9005-E02: 75/10

Test: Foaming Tendency/Stability
Method: ASTM D2892 - Sequence 3 (ml. max.)
Minimum Standards - US Steel 224: -
Minimum Standards - AGMA 9005-D94, 9005-E02: 75/10

Test: Oxidation Stability
Method: USS S-200
Minimum Standards - US Steel 224: 6%-
Minimum Standards - AGMA 9005-D94, 9005-E02: 6% max.

Listed below are a few additional tests designed specifically for gears:

Falex EP:
Preliminary evaluation of load carrying ability of fluid lubricants.

Timken EP:
Measures extreme pressure quality of oil or grease.

FZG test:
A 12-step test to measure gear protection level capability of gear oil (test on spur and bevel gears, steel/steel). According to FZG testing parameters, a rating of 12 is the highest designation. Some suppliers have gone beyond that and proclaimed an FZG of 13 or 13+ even though there is no rating that high according to the standard. When AMSOIL adopts a standard, our policy is to follow the standards strictly as defined rather than "interpolating" something that is not correct.

4-Ball EP test:
Evaluates the relative wear preventing and extreme pressure properties of a lubricant operating under extremely high unit loads.


AGMA ISO GRADE & TYPE

ISO Grade: 32
EP AGMA Lube #: -------
Synthetic AGMA Lube #: 0S (RCH)
R&O AGMA Lube #: 0 (RCH)
Compounded AGMA Lube #: -------

ISO Grade: 46
EP AGMA Lube #: -------
Synthetic AGMA Lube #: 1S (RCI)
R&O AGMA Lube #: 1 (RCI)
Compounded AGMA Lube #: -------

ISO Grade: 68
EP AGMA Lube #: -------
Synthetic AGMA Lube #: 2S (RCJ)
R&O AGMA Lube #: 2 (RCJ)
Compounded AGMA Lube #: -------

ISO Grade: 100
EP AGMA Lube #: 3EP (SGK)
Synthetic AGMA Lube #: 3S (RCK)
R&O AGMA Lube #: 3 (RCK)
Compounded AGMA Lube #: -------

ISO Grade: 150
EP AGMA Lube #: 4EP (SGL)
Synthetic AGMA Lube #: 4S (RCL)
R&O AGMA Lube #: 4 (RCL)
Compounded AGMA Lube #: -------

ISO Grade: 220
EP AGMA Lube #: 5EP (SGM)
Synthetic AGMA Lube #: 4S (RCL)
R&O AGMA Lube #: 4 (RCL)
Compounded AGMA Lube #: -------

ISO Grade: 320
EP AGMA Lube #: 6EP (SGN)
Synthetic AGMA Lube #: 6S (RCN)
R&O AGMA Lube #: 6 (RCN)
Compounded AGMA Lube #: -------

ISO Grade: 460
EP AGMA Lube #: 7EP (SGO)
Synthetic AGMA Lube #: 7S (RCO)
R&O AGMA Lube #: -------
Compounded AGMA Lube #: 7C (RCO)*

ISO Grade: 680
EP AGMA Lube #: 8EP (SGP)
Synthetic AGMA Lube #: 8S (RCP)
R&O AGMA Lube #: -------
Compounded AGMA Lube #: 8C (RCP)*

*For use in worm gear only. Do not use RCO or RCP in steam cylinder applications.

AGMA (American Gear Manufacturer Association) is a member organization that establishes performance parameters for R&O, EP, and other synthetic industrial gear oils, as well as viscosity classifications.


AGMA GEAR BOX TAGS

Ambient Temperature: -15F to 60F
Viscosity @ 40C cSt Centistokes: 90 to 110
AGMA Grade #: 3
ISO Grade #: 100

Ambient Temperature: 60F to 125F
Viscosity @ 40C cSt Centistokes: 135 to 165
AGMA Grade #: 4
ISO Grade #: 150

>From Planetgear speed reducer gear box tags. This is what some of them may look like.

At the low temperature, we would recommend AMSOIL RCK.
At the high temperature, we would recommend AMSOIL RCL.


PARALLEL SHAFT GEAR REDUCER

As a rule of thumb, these type parallel shaft gear reducers take a turbine type oil SAE 30, 40, or 50 grade. AMSOIL R&O oils (RCK ISO 100, RCL ISO 150, RCM ISO 220) are the lubricants of choice.

Always go by the AGMA specification printed on the gearbox.


HYDRODYNAMIC LUBRICATION

Hydrodynamic lubrication provides full film lubrication without any metal-to-metal contact. Under this regime, a thin film of lubricant holds two moving surfaces apart.

Hydrodynamic lubrication is normally found in helical gearing.

In this regime, extreme pressure (EP) additives are not needed. RC series gear lubes are most commonly recommended.


BOUNDARY LUBRICATION

Metal surfaces seem to be smooth; however, under a microscope peaks and valleys can be seen on the metal surface. Heavy loads or heavy sliding action can cause the lubricant to be wiped off or squeezed out enough for some of the peaks to touch. This is called boundary lubrication. Boundary lubrication requires gear lube with the addition of extreme pressure (EP) additives. Without these EP additives, high wear can occur. These EP additives form an iron sulfide film on the peaks under pressure and temperature providing gear and bearing protection in heavy loading or shock loading boundary conditions.

AMSOIL SG series gear lubes are the correct lubricant for this type of lubricant regime.


TYPES OF GEAR OILS - R&O

- Rust and oxidation inhibited oils (R&O)
- Either synthetic or mineral base stocks

R&O type oils refer to lubricants specifically designed to inhibit rust and oxidation. These lubricants can be created from either a mineral or synthetic base stock, which is then combined with additives to achieve the desired effect. R&O type lubricants are generally recommended for applications that do not require high shock or heavy sliding loads. AMSOIL RC series gear lubes are perfect for R&O applications.


RC-SERIES GEAR AND BEARING OILS

- Extremely versatile product
- Designed to inhibit rust, oxidation and wear
- Eleven viscosity grades from ISO-10 to ISO-680
- Excellent all-weather capabilities
- Superior performance that pays for itself in many applications by:
(1) Extended oil life
(2) Increased gear and bearing life
(3) Lower maintenance costs
- Priced below competition!

One of the most versatile products in our industrial product line.

Features & Benefits:

RC series is shear-stable which aids it in preventing loss from mechanical shear.

The RC series of gear lubes are highly oxidation resistant, resists acid formation, resists varnish formation, resists oil thickening, and extends lubricant life. RC flows at cold temperatures allowing for easier startups, quick lubricant circulation, and limits the need for sump heaters. RC products can handle high temperatures as well and maintains their lubricating film, reduces metal-to-metal contact, component wear and allows for higher duty cycles. RC is non-foaming in service providing full film gear protection, and RC is hydrolytically stable, which means that it has good demulsibility.

General Applications, RC Series:

Gears, Bearings, Circulating Systems, Hydraulics, Hydraulics (lighter viscosity: gear pumps, vane pumps, piston pumps, high speed bearings, small gear sets, high speed spindles)

Applications include AMGA 1 -- AGMA 8 applications, AGMA 7C and AGMA 8, AGMA IS - AGMA 8S, mild shock loading, intermittent service, machine tools, gear reducers, worm gears, roller chains, roller bearings, motor bearings and cone drives.

Application Cautions:

NOT for use in EP applications. Consider SG series or WL series.

Specifications:

Meets all major OEM & industrial specs like Denison, Vickers, Cincinnati Milacron, AGMA, and US Steel.

Competitive Products - Mineral:

Citgo Pacemaker, Exxon Teresstic, Mobile DTE, Pennzoil airline oil, Pennzbell, Shell Morlina (also spindle oil 10 & 22), Texaco Rando, Regal R&O, Turbine EP

Competitive Products - Synthetic:

Exxon Terrestic SHP, Mobil SHC, Pennzoil Pennzbell SHD, Royco 5032 through 5680, Shell Hyperia.

Competitive Products Summary:

RC series can be used in many hydraulic applications including spindle oil applications.


TYPES OF GEAR OILS - COMPOUNDED

- 3-10% fatty or synthetic fatty content: Increase lubricity for sliding applications such as worm gears

- Small amounts of Ester base stocks combined with PAO base oil work well as replacements for fatty content

- Common compounded oils are viscosities of AGMA 7C (ISO-460) or 8C (ISO-680)

- Use AMSOIL RC series gear lubes for AGMA 7C or 8C applications

Compounded oils are compounded with 3-10% fatty or synthetic fatty oils. This fatty substance is particularly useful for increasing lubricity in sliding applications such as worm gears. Synthetic lubricants utilizing ester base stocks work well as replacements for compounded fatty oils.

RCO and RCP are excellent replacements for AGMA 7 COMP and AGMA 8 COMP respectively. In fact, in many cases, consolidation to an AGMA 7S (S stands for synthetic) is possible for both of these designations. This would directly correspond to our RCO product. This applies to gear applications, but not to steam cylinder applications. (Do not use RC series for steam cylinder applications.)


TYPES OF GEAR OILS - EP

Extreme pressure oils

- Typically contain additives that protect surfaces under mixed film and boundary lubrication conditions. Sulfur/phosphorus (Disulfide and Polysulfide) are most common type additives.

- Recommended for shock loading and high unit loading.

- Industrial EP gear oils are not recommended for automotive applications, or R&O or Compounded applications.

EP Gear oils are similar to anti-wear additives (AW additives are designed to provide protection in milder environments). Both AW and EP additives are activated by heat or loading. Gear contact temperatures are much higher than oil sump temperatures which is where the EP additives are needed and activated.

Note: Lead & Chlorine are types of EP additives that were used in the 1950's and were replaced by new and better types. Lead and chlorine are occasionally still seen as EP additives, but not recognized as very high quality.

Industrial EP gear oils are not recommended for automotive gear oil applications; the EP levels in automotive gear oils are typically higher by 2/3 than the levels present in industrial gear oils.

AMSOIL SG series EP gear lubes should be recommended under these conditions or when the tag on the gear box requires an AGMA EP type gear lube.


SG-Series EP Gear Oils

- Designed for industrial gear applications
- Six different viscosity grades (ISO-100 to ISO-680)
- Excellent shear-stability
- Offers good demulsibility
- Inhibits corrosion in high humidity environments

AMSOIL SG series is a shear-stable, long life product designed for industrial gear applications that allows for extended drains, prevents wear, pitting, and rust and preserves seals. It is available in six viscosity grades from ISO-100 to ISO-680.

Features & Benefits:

AMSOIL SG Series is shear-stable: preventing loss from mechanical shear. It also prevents rust, oxidation and foaming. This product is designed to handle extreme pressure. It has the ability to handle heavy loads and shock. It is also compatible with most other lubricants which allows for easy change: Mineral & synthetic are compatible, but not NOT poly-glycol type gear oils (must be flushed) (contact AMSOIL technical department for flushing procedures). Our product also has good compatibility with seals which helps reduce concerns of leaks. It preserves seals, prevents leaks, and helps rejuvenate old brittle seals.

This product is designed with inhibitors to prevent corrosion in high humidity/water environments; its water resistance allows it to be hydrolytically stable (stable in presence of water) and provides good demulsibility (readily separates from water). SG Gear oils are compatible with yellow metals. Applications should be evaluated if temperatures reach 200F to 230F.

Applications:

Enclosed heavy duty industrial gear systems, chain drives, sprocket and other metal contacting surfaces requiring EP additives.

Application Cautions:

NOT compatible with poly-glycol type gear oils (e.g.: Mobil Glygoyle)

Not recommended for automotive hypoid gear type oils (consider SVG & SVO for automotive recommendations)

Specifications:

Meets all major OEM & industrial specs like AGMA 9005-D94, AGMA 9005-E02 CLP Part 3, 250.04, US Steel and Cincinnati Milacron

Competitive Products - Mineral:

Citgo EP compound, Exxon Humble gear oil EP, Spartan EP 1, Mobil Mobilgear 62_*, Pennzoil Maxoil EP gear oil, Shell Omala, Texaco Meropa

Competitive Products - Synthetic:

Exxon Spartan synthetic EP, Mobil Mobilgear SHC*, Pennzoil Super Maxol EP, Royco Royco 611 through Royco 618

Competitive Products Summary:

Mobil, Shell, Texaco and Exxon enjoy good name recognition with Mobilgear, Omala, Meropa and Spartan Gear Oils. Gear oils tend to be priced more competitively than compressor or hydraulic oils. Beware of companies offering products with fancy trade-marked additive systems. This is usually marketing hype to inflate the perceived valve and performance of these products.

*Mobilgear 62 Series and Mobilgear SHC should not be confused with Mobil 62 series and Mobil SHC series lubricants. The Mobilgear products are EP oils while the Mobil 62 and Mobil SHC series compare to our RC series products.


CHAIN LUBRICATION

Since many gear boxes are run by motors with chain drives, lubrication of chains is also needed. Chains have advantages over gears in that they are flexible. Chains transmit motion like gears and their pins and roller links need lubrication. AMSOIL WLJ is designed specifically for these applications and is the best choice because it's tacky and won't drip off like gear lubes. AMSOIL SG-series gear oils work exceptionally well for chains and enclosed applications. Lubricants can be applied using a brush, oil can, bath, spray, slinger, or by using drip or mist lubrication. Another option is AMSOIL GSF semi-fluid synthetic EP grease. GFW aerosol should be recommended for smaller chains or where ease of application is needed. GFW has resistance to water washout, contains EP additives, and is tacky. GFW aerosol is also a recommendation where applications are difficult.


WHY NOT USE EP?

The presence of an extreme pressure additive actually increases friction at lower loads. It would be counterproductive to utilize an EP additive in an application in which loading is not adequate to take advantage of the additive used. Another consideration is that EP additives tend to produce corrosive by-products when subjected to elevated temperatures. When it comes to additives, if your application does not require their use, Don't Use Them. This is especially true when it comes to aftermarket additives.

Because there is more friction if EP additives are used in low load gear boxes such as helical types, RC series anti-wear type gear oils are recommended for the lower load applications.


LUBRICANT APPLICATION

Causes of Gear Box Foaming:
- Over filled gear boxes
- Under filled gear boxes
- Water
- Chemicals
- Mixing with other gear lubes

After choosing the gear lube for the application, keep in mind that filling the gear box to the correct level and keeping out contaminants are important factors.

Over filled gear boxes will cause excessive heat and foam, faster lubricant degradation, and higher energy consumption. Under filled gear boxes will cause fluid starvation and foaming. Foaming can also be caused by contaminants such as water or chemicals, over filled or under filled gear case, and incompatibility with other lubricants. If foaming should result, about the only solution is to change the lubricant.

Do not flush with any kind of solvent or detergent type oils. This can cause foaming and other possible gear box problems.


GEAR BOX RESERVOIR PREPARATION

- Drain old oil when warm
- Inspect for sludge, water, or other contaminants
- If flushing is needed, flush with AMSOIL RCI or RCJ under no-load conditions
- Do not use solvents or oils with detergents to flush any gear box
- Do not overfill, this may cause foaming


INDUSTRIAL GEARBOX OEM's

- Industrial gearbox OEM's are recommending synthetic gear oils more and more

- Synthetic gear oils can reduce wear and temperature, more than mineral oils

- Longer oil drains will aid in less maintenance and more profitability

- Less waste oil to dispose of

Many OEM's are now factory filling with synthetic oils, sometimes even at the request of their customers. They know that their customer will get reduced wear, reduced temperatures, have less to worry about with less maintenance and increase their profitability. Another benefit is that they will have less waste oil to dispose of.


AMSOIL ADVANTAGE

Industrial gear lubes: What advantages do AMSOIL synthetic gear lubes have as compared to other gear lubes?

1. AMSOIL Quality Synthetic base oil.
2. Shear stable synthetic base oils. Stays in viscosity.
3. No viscosity modifiers. Nothing to breakdown.
4. Extended oil drain intervals. Less maintenance and less waste oil.
5. Highly oxidation resistant. Long service without oxidation contaminants.
6. Low pour points. Lubricates better at lower temperatures.
7. Hydrolytically stable. Readily separates from water.
8. Powerful rust inhibitors. Internal parts are protected from the effects of corrosive wear.
9. Non-foaming. Provides full film lubrication gear and bearing protection.
10. Meets AGMA 9005-D94 and 9005-E02 Part I, II and III industrial requirements.
11. Meets US Steel 224 industrial requirements.
12. Versatility. Can be used in more applications than conventional oils.
13. Priced below other synthetic industrial gear lubricants.

I  hope that this information is useful to you and answers your questions. I am here to help and answer any additional questions you may have, whether it be oil related or any other component or system on any snowmobile, car, truck or other equipment.

If you would like a FREE comprehensive packet of technical, information, catalogs, specifications, retail and wholesale prices, dealer application and other crucial information regarding AMSOIL Ultra Premium Synthetic Motor Oils and Filtration Products plus much, much more please e-mail us at dave@performanceoiltechnology.com with your postal mailing address and your packet will be shipped promptly. Your name and address will be held strictly confidential.

Also, please inform us of any other special interests you have (motorcycle, racing, etc.) so that we can include additional material pertaining to your special interests and vehicles.

AMSOIL is the undisputed leader in synthetics.............  

AMSOIL Synthetic Lubricants meet and exceed manufacturer and API specifications.

With AMSOIL, you are using a superior product to any manufacturer branded, or any other brand of lubricant. We have documented and certified independent ASTM and SAE test data to prove it, along with 39 years of world class performance and hundreds of millions of miles of on-the-road testing.

 

  

 

                 

  

 

 

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