8N hydraulic oil

[gmoose]

I used CARQUEST 80W 90 gear oil GL-5 in my 8N but it seems to foam a little. Did I use the wrong oil. thanks

 

[TheOldHokie]

(quoted from post at 13:30:59 06/01/15) I used CARQUEST 80W 90 gear oil GL-5 in my 8N but it seems to foam a little. Did I use the wrong oil. thanks

No but it shouldn't get foamy.

TOH

 

[old]

GL05 is not a good thing in an 8N due to it not being friendly to yellow metal. You need an oil that meets the Ford 134D spec

 

[TheOldHokie]

(quoted from post at 14:12:06 06/01/15) GL05 is not a good thing in an 8N due to it not being friendly to yellow metal. You need an oil that meets the Ford 134D spec

The yellow metal issue arose decades ago with GL-5 oil in synchro-mesh transmissions where the high level of EP additives combined with the high operating temperatures on the surface of the synchronizers caused accelerated erosion of the brass. That problem has been blown up into a general problem with yellow metals which it never was. And even the synchronizer problem is pretty much old news.

Most modern GL-5 formulations use buffered sulfur compounds that have much higher acticvation temeprature, contain no chlorine, and are safe in many synchro-mesh transmissions. They even pass the GL-4 yellow metal corrosion test that is designed to ensure the oil is safe for use in synchro-mesh transmissions.

There is no problem wiith most GL-5 oil in an N-series. The only yellow metal in the N-series sump is the PTO cam blocks and the surface temperature on them doesn't begin to approach the activation temperature of either the old or new EP additives. The yellow metal issue with regard to N-series hydraulics is simply a myth that won't die.

TOH

 

[TheOldHokie]

(quoted from post at 14:51:00 06/01/15)

(quoted from post at 14:12:06 06/01/15) GL05 is not a good thing in an 8N due to it not being friendly to yellow metal. You need an oil that meets the Ford 134D spec

The yellow metal issue arose decades ago with GL-5 oil in synchro-mesh transmissions where the high level of EP additives combined with the high operating temperatures on the surface of the synchronizers caused accelerated erosion of the brass. That problem has been blown up into a general problem with yellow metals which it never was. And even the synchronizer problem is pretty much old news.

Most modern GL-5 formulations use buffered sulfur compounds that have much higher acticvation temeprature, contain no chlorine, and are safe in many synchro-mesh transmissions. They even pass the GL-4 yellow metal corrosion test that is designed to ensure the oil is safe for use in synchro-mesh transmissions.

There is no problem iith most GL-5 oil in an N-series. The only yellow metal in the N-series sump is the PTO cam blocks and the surface temperature on them doesn't begin to approach the activation temperature (+200C) of either the old or new EP additives. The yellow metal issue with regard to N-series hydraulics is simply a myth that won't die.

TOH

 

[gmoose]

I appreciate the replies

 

[souNdguy]

See alot of MT-1 ratings nowadays too.

 

[dahermit]

What is "Yellow metal"?

 

[old]

I am not the only one that says this. Dell says it all the time and if it does not meet the 134D spec I'll no use it. Been posted since before you where on this site by many

 

[old]

Brass. It has been said for a decade or more not to use the GL-5 oils in the n series and I just pass on what has be said

 

[dahermit]

Why don't they just say, "Brass"?

 

[TheOldHokie]

(quoted from post at 18:21:21 06/01/15) Why don't they just say, "Brass"?

Actually any amalgam/alloy of copper. The vast majority of modern GL-5 gear oils are "yellow metal safe" as determined using the ASTM D130 copper corroison test which is a requirement for any gear oil claiming a GL certification. If you have a syncro transmission that calls for GL-4 you might need to check the D130 test results for a specific GL-5 product carefully before using it in that transmission. If you have an N-series it is simply a non-issue. Some people think if they repeat what they have heard long enough it makes it true. Others rely on the actual physical chemistry of past and current products as determined by controlled testing. Some things do change over time ;-)

FWIW - I personally think UTF (aka M2C-134D) type oils are a better choice in an N-series but it has nothing to do with yellow metal corrosion and a lot to do with a higher viscosity index, an EP additive package more than adequate for spiral bevel gear rear axles, and an oxidation, corrosion, and foam control package tailored to hydraulic systems.

TOH