Mag-Hytec Differential cover 2500 Auto Dana 70

[mbrolin]

Nelson,I dont have the cover as yet. Mag Hytec sends an adapter with each cover to extend the swaybar away from the cover. I vaguely remember a post about the spare tire hitting on the cover. I dont know if this was a 2wd or 4wd problem. Mag Hytec was supposed to be looking into that problem.

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1999 2500 Cummins w/4spd auto,Quad Cab,SWB,4x4,Flame red ,all options less leather and radio controls on steering wheel,OEM color matched runningboards,DeeZee bedrails painted black,Power Vision Mirrors,OEM ventshades,Oem sill covers,OEM underrail bedliner

 

[Nelson Buck]

While I am no "bomber" one of the things I am thinking of doing is installing one of these covers. I am some what of a maintenance freak AND I always was a little concerned on my '96 2500 that the rear wheel hubs were very warm to the touch after a few miles running. I never experienced any difficulty with seals etc. but I still worried.

I have the understanding that this cover as supplied, has the dipstick calibrated so as to have the oil a little higher in the tubes than a stock configuration. This appears to me to provide for a little more cooling. any comments?

Also, I have noted several comments about interference fit between the cover and the Camper Opt. sway bar. Does this apply to the Dana 70 configuration we Auto tran folks have.

Rob, I am gong to cross post this in both the product and 24v forums forgive me if this is error. #ad



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2001 SLT Auto,White,camper/towing options Line-x over-rail liner, Oem black molded running boards, Powervision mirrors, Black Bug deflector (with eyebrows) Oem CD radio, Dash Carpet, Black louvered tailgate, 5th wheel Hitch. Road ranger 27 ft. trailer, WONDERFUL WIFE of 43 years, (she didn't fuss over the exchange of the '96 for the '01) and two poodles for the back seat. Guages and "real" sheepskin (charcoal) seatcovers coming real soon. No bombing planned, --well maybe -- 275 hp injectors someday.

Yes, Rob I will edit this signature in a few days but, I just had to do it.

 

[John]

Nelson, the min. /max, marks on the Mag-Hytec dipstick correspond to the bottom of the axle tube (min. ) and the bottom of the axle (max. ). I have had my Mag-Hytec cover on my Dana 70 since Aug. of '98. I also have the rear sway bar (as offered in the HD rear suspension option) on my 2500 4x4, which has not interfered with the cover. The spare tire will contact the Mag-Hytec cover if the spare is larger than a 265/75 tire. My 285/75 spare "will" make contact with the cover. Arrangements must be made to offset the spare to eliminate this.

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'98. 5 2500 QC 4x4, (Black) SLT Sport, ISB, LWB, 3. 54 LSD, A/T, Glasstite Vision II canopy, Line-X bed liner, 285/75R16 BFG A/Ts on 16x8 M/T Challengers, Warn 4X Boards, Mopar fender flares, front and rear NW Custom stainless steel/rubber mud flaps, Mag-Hytec diff. cover and trans. pan, Edelbrock IAS shocks, Mopar tow hooks, Jordan Research Ultima 2020 trailer brake controller, VDO Vision gauges, PIAA Dual Sport 900 auxiliary lights and Super White bulbs, BD exhaust brake and TorqLoc, Prime-Loc fuel filter relocation kit, "Scotty Air System", Hitco/Geno's exhaust blanket, Femco/Geno's EZ Drain oil pan plug, Banks Stinger 4" dia. stainless steel exhaust system, plus many other trick modifications

'00 Polaris 6x6

 

[Nelson Buck]

Members:

In response to my posting I recieved an e-mail from Mag-hytec. I have permission to share it with you. I was particularly struck by the fact that the stock oil level is below the bottom of the axle tube. I was also advised that on the Dana 70 the increase in capacity is about 2. 8 qts of oil comparing the bottom of the fill hole on the stock to the "full" mark on the Mag-Hytec cover dipstick.

Hello Nelson Buck;
I seen your post on the TDR sit and I think I can help. The
Mag-Hytec Dana 70 cover does not have a problem with the stock sway bar
in the dodge trucks. The 2500 stick ( 5 & 6 speed) 94 and up both auto
and stick in the 3500 4X2 trucks only with a stock sway bar need a
spacer. The 4X4 trucks do not have a problem.
The factory oil level is about 1/4 to 1/2 in. below the bottom of
the axle tube our low mark on the dipstick is the bottom of the axle
tube the high mark is the bottom of the axle this is to make sure the
bearings and seals our running in oil all the time bearings that run in
oil run cool and clean them self's and seals that run in oil last a lot
longer. Our covers run about 45 deg. cooler then the stock cover and if
you use a good oil like Lubrication Engineers "LE" 607 drop the temp as
much as 30 deg more. We think this is the best oil for the rear end gear
box on any truck that pulls a trailer. We do sell direct we pay the
shipping (UPS) if you order the rear cover and trany pan at the same
time we take $25. 00 off the 2nd item. We also sell LE oil and Amsoil.
check out our web sit (www.mag-hytec.com)
Hope this helps;
Roy Rothlisberger @ Mag-Hytec

Thanks to you all, certainly including Roy, for the help.

Nelson


[This message has been edited by Nelson Buck (edited 02-06-2000). ]

[This message has been edited by Nelson Buck (edited 02-06-2000). ]

 

[jknapp]

Nelson, I'm the guy that posted the diff cover /sway bar interference. That was a mistake on my part as the dealer found that the sway bar was hit from behind! I had been backing up to a bank in the woods and most probably hit a rock or stump. thus jamming the bar into the diff cover. As a reuslt I ordered a Mag -Hytec. It came in the other day and although not installed yet, I am very impressed with the workmanship. The kit is very complete even a few spare washers in case one drops one. J. Knapp aka. ahamay



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99 Driftwood Quad cab 2500, lwb 2500, 4x4, 5 spd, E-Brake,Horton

 

[Oil Man]

--------------------------------------------------------------------------------
Bob, I noticed that you use Amsoil 2000 75w90 in your rear end. I just sent out 4 quarts of Amsoil 75w90 to an ISO 9001 certified ASTM lab for testing against Lubrication Engineers #607 SAE 90. The test was the SRV wear and the SRV EP. In the SRV wear the wear is measured in length and width. The results were as follows;
Amsoil;
Length of scar 0. 59
Width of scar 0. 65

Lubrication Engineers
Length of scar 0. 20
Width of scar 0. 06

LE had 3 times less wear scar in length, and 11 times less scar in width. This relates to 33 times less wear than Amsoil, and LE 607 is not synthetic.

The end result is that if you are towing or are hard on your truck LE gives you the protection that you want and deserve to protect your truck.

The SRV wear test paramiters were standard;
ASTM D 5707
Test temperature 50 Deg c
Break in load 50 N
Test Load 200 N
Frequency 50 Hz
Stroke 1. 00
Specimen Ball on disk

Next the SRV EP test was performed;

The results were recorded as the Maximum load without seizure, in Newtons;

Amsoil took 300 Newtons without seizure

LE took 1100 Newtons without seizure

This means that LE oil will withstand almost 4 times the load than the Amsoil 2000 75w-90

So many times I have seen posts saying that they want the best for their truck, now you what it is.

Sincerely, Kevin Dinwiddie

 

[Oil Man]

--------------------------------------------------------------------------------
Skeptical John, As you know I e-mailed the info to you that you have requested. After some thought I have decided to publish this info for all the TDR to see. Sorry for the length of the letter.
You mentioned that you would like to know how LE 607 stacks up against other synthetics like Royal Purple, Red Line, or NEO.
The testing that we just did with Amsoil and LE cost more than $11,000. The testing was done for Mag-Hytec because he sells Amsoil and LE and wanted to know the truth about which one was better so he can recommend the best with his covers.
We have tested some of the Royal Purple products in the past. I can find two that we have tested, the Synergy 90 from Royal Purple and Synfilm 132 Air compressor oil. The AC oil is a 100% synthetic fluid which utilizes a blend of ester and PAO as its base stock. It uses barium sulfonate probably as a rust inhibitor and Moly as a soluble antiwear/antioxident additive. When testing was done we had tested LE 9032 synthetic air compressor oil against Royle Purple synthetic oil on the 4-ball test LE had approximately 25% less wear at the 20 kilogram load and 35% less wear at the 40 kilogram load than the Royal Purple product.

The Oxidation resistance of three oils was evaluated via the rotary bomb oxidaton test (RBOT). Oxidation lifetimes for the three oils tested were as follows;
LE 9032 synthetic 715 min.
LE 6401 petroleum 510 min.
Royal Purple synthetic 379 min.

When we tested the demulsibility characteristics of the RP AC oil we saw very poor results. They had 38 milliliters of emulsion remaining after 30 minutes. The RP oil has a pronounced tendency to mix with water. The pour points were about the same between the LE syn and RP syn. The LE petro oil did not have as low of a pour point.

Royal Purple synergy 90 was tested against the LE petro product on a 4-ball test. The results were as follows;

Maximum bulk oil temperature generated was;

LE 607 59 deg. c (138 deg F)
Royal Purple 131 deg c (268 deg F)

The average wear scar diameter for the two ols were;

LE 607 0. 64mm
Royal Purple 2. 44mm

These were heads up tests on ASTM calabrated test machines at an ISO 9001 test lab.

I will post more info later Sincerely Kevin Dinwiddie


Oil Man
Member
Posts: 43
From: Santa Clarita, CA
Registered: Dec 1999
posted 02-07-2000 05:05 PM
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John, I don't think we have any testing against NEO oil. As far as I know they are not a very big player in the commercial indursry or heavy duty trucking industry.

Oil Man
Member
Posts: 43
From: Santa Clarita, CA
Registered: Dec 1999
posted 02-07-2000 05:34 PM
--------------------------------------------------------------------------------
John, I have found some info on testing with Redline. First three oils were sampled and analyzed. All oils were Red Line, 10w30, 10w40,and 20w50. The tests run were the Falex pin and Vee Wear Test and the Thin Film Oxidation Update Test (TFOUT). These tests are good comparative tools to evaluate different motor oils. The infrared Analysis confirms that the Redline oils are all ester-based products. The base numbers are all above nine and the viscosity's are normal for the viscosity ranges claimed for each product. Elemental Analysis on the three oil samples showed the same chemistry in each of the samples. This is a predominately calcium based detergent package with a heavy dose of Moly. Two things arise from these elements. First, a high calcium along with the high levels of magnesium, phosphorus and zinc suggests that these oils are a rather high ash type engine oil, which may be prone to deposit formation. The presence of Moly indicates the presence of a moly disulfide type compound used for friction modification and wear prevention. Moly has a history of problems in engine oils that may be also present in these oils based on the presence of moly. In the past, Moly compounds have had difficulty with thermal stability and becoming corrosive above 750 deg F. I think you"ll agree that engine temperatures in the ring belt area may exceed the thermal stability limits for moly compounds.
In the Falex Pin and Vee Wear Test, both the 10w30 and 20w50 oils showed five teeth of wear. The 10w40 product showed four teeth of wear LE 8800 15w40 oil showed similar wear on the same test. This shows that there is very little difference between the LE and the Redline engine oils for wear purposes.

The TFOUT test however, the Redline product failed miserably, This failure is related to the type of base stock used in these products. As we stated earlier, this is a polyolester product, which has difficulty handling water and moisture, In the TFOUT tests, these products did not show a pressure drop on the Rotary Bomb used to conduct the test. After sixteen hours, the bomb was disassembled and there wes a very heavily oxidized residue remaining in the test jar.

Experience with this test tells us that products formulated with esters have a chemical reaction occurring during the test which consumes oxygen as expected, but the chemical reaction also produces water vapor and other gases at approximately the same rate as the oxpgen is consumed. The result is a nil pressure drop. However, the water vapor and hear in the test severely degrade and oxidize the ester causing a total failure of the oil. This is a detrimental feature of these oils in that in an engine under short run conditions where the engine may not heat up completely. there is a great deal of moisture produced. This moisture will effect the ester base and cause rapid significant oxidation of the oil.

Overall, we feel that the Redline products, while exhibiting good wear protection in the Falex Test, are not well balanced products and would have difficulties performing in long drain service due to their susceptibility to oxidation and degradation. The high calcium chemistry does not give the total base number longevity that is seen in the predominantly magnesium chemistry of the LE 8800 and the Moly may also be a source of potential corrosion and thermal instability in these Redline engine oils.

Sorry the posting was so long but I'm writing it off the Lab analysis results.

PS. An article written in the SAE magazine a few years back said that the use of Moly in concentrations above 200 ppm caused excess wear on the NTC 400test by Cummins. The article was called Reduced Durability due to a Friction Modifier in Heavy Duty Diesel Lubricants. by R. D. Hercamp of Cummins Engine co. Inc.

Sincerely, Kevin Dinwiddie


Oil Man
Member
Posts: 43
From: Santa Clarita, CA
Registered: Dec 1999
posted 02-07-2000 05:45 PM
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John, You said that other oils have solved problems in racing. I can see that also because there are different qualities out there. One will be better at reducing wear than another, thus solving the proplem. However LE is no regular oil. There are rear end MFG out there that recommend LE and for Top fuel and Alcohol dragsters and funny cars. Even some of the ones that are sponsored by another oil company. This is a fact one oil company comes to me to buy LE oil for a car that he sponsors. I have worked with Top alchol dragsters and solved problems that Royal Purple could not solve, not even if they used a SAE 70 vs LE SAE 50
John also keep in mind that just because an oil works better in a racing application it does not mean that it has what it takes for a diesel that goes many more miles than a race car and incounters other things like Oxidation resistance or TBN stability etc.

I hope this answers all of your questions
Sincerely, Kevin Dinwiddie

 

[Dan Watson]

I have read these post on the comparison of Amsoil series 2000 75W-90 and the Lubrication Engineers 607 straight 90 weight gear lubes. Before I comment on the discussion a little background about me. ( I am giving this since Oilman told us he was a Lubrication Consultant certified by STLE) I am an Amsoil Direct Jobber certified as an industrial rep by Amsoil and I have 23 years of Navy Nuclear Engineering experience. I am very respectful of the Society of Tribologist Lubrication Engineers otherwise known as STLE. I acknowledge your certification and might add that I to should have this done in a couple of months. Now in the following discussion, I will not try to question your specific knowledge or my own. I will however, use the various references that we both recognize in our business. I will use the STLE, the Society of Automotive Engineers (SAE), the American Petroleum Institute (API), the American Society for Testing Materials (ASTM), the American Gear Manufacturers Association (AGMA) and some generally accepted knowledge.

First if we are going to discuss Gear Lubes, then we should define what we want a gear lube to accomplish. In other words, if we don't specify what we want the lubricant to do then how do we know if it has been accomplished? So, here are the accepted functions of Gear Lubes (reference STLE handbook of Lubrication):

· Provide wear protection
· Prevent rust and corrosion
· Absorb heat from the gears and bearings
· Resist oxidation
· Prevent gear fatigue
· Function in High and Low temperature conditions

Some additional characteristics we desire from Gear Lubes are:
· Low drag for better fuel economy
· Long life
· Moderate expense


The AGMA is the leading authority on gears and their lubrication. In order to simplify the proper application of automotive and truck gear lubes the API has developed a system of classification for these lubricants using the designation of GL-1 through GL-5. The SAE sets the viscosity scale for the auto and truck products and stipulates which ASTM test are appropriate to certify these lubricants. This is important to keep in mind so we can use standard accepted testing and apply uniform standards to ensure we are comparing apples to apples and therefore making accurate judgments.

Now, on to the comparison: You stated that the test ASTM D5707 titled SRV wear test showed Amsoil 75W-90 series 2000 to be inferior to LE 607. This test was done at 50*C (122*F) and 50Neutons (approx 5KG) was used for break-in and 200 Neutons (approx 20KG) was the test load, Frequency 50HZ stroke 1. 0 and specimen ball and disk. You even gave scar length and diameter of 0. 59 L and 0. 65 W for Amsoil and 0. 20 L and 0. 06 W for LE 607. You went on to say that the EP or seize part of the test showed Amsoil seizing at 300 Neutons (approx 30KG) and LE 607 seizing at 1100 Neutons (approx 110 KG).

First question:

Why did you use a test designed to test the galling characteristics of grease to test gear lubes. This test uses the characteristics of very slow motion coupled with extreme load to test when grease will break down and allow metal-to-metal contact. Moly fortified greases are subjected to this test to ensure that grease used in extreme loads for primarily low speed applications will meet the load needs. Additionally, the temperature of 50*C is a poor temperature to test these two specific gear lubes. The straight 90 is an ISO 220 viscosity at 40*C and the 75W-90 is only around ISO 100 at this temperature. The Multigrade function of the 75W-90 causes it to thicken to ISO 220 at 100*C. Certainly the Fourball wear test would be better designed for high-speed applications. Although some applications of gear lubes in very slow moving industrial applications might show some relevance to this test, there are few parallels in automotive applications.


Second question:

When checking your LE website, there is no automotive gear lube number 607. The recommend gear lubes on the LE website for auto or truck applications is 703 and 704 for petroleum and 9921 or 9922 for synthetics. In fact, it becomes necessary to go to the industrial products to find the number 607 gear lube. Turns out the 607 is a straight 90 weight ISO 220 industrial gear lube. Now, this is misleading. Amsoil has a complete line of industrial oils and also has ISO 220 synthetic gear oil for industrial applications. Now here is why this is misleading:

· Industrial gear oils are certified to meet AGMA requirements NOT API GL spec's. This is because the industrial lubes are not expected to meet the range of temperatures the automotive lubes have to meet. Most industrial lubes are tested at 40*C (104*F). This makes sense in a closed environment such as a factory or plant where the temperature is relatively controlled. In automotive applications the lube may be in 20 below zero or 125 above zero and it has to still meet the lubrication requirements no matter what the temperature.
· Since the use of these gear lubes is the special application of towing for these pickups we should look at the expected conditions for this application. Many of the truck owners travel all over the USA and Canada and encounter a full range of temperatures. The heavy towing causes the gear lubes to run at much more than 100*F. It is imperative to choose a gear lube that can function at all range of temperatures.
· The LE 607 is a straight weight petroleum gear oil. In order to determine what it will do compared to the series 2000 75W-90 we need the following information.

·Kinematic Viscosity @ 100*C (ASTM D-445)
(Amsoil 75W-90 series 2K 15. 7)
·Kinematic Viscosity @ 40*C (ASTM D-445)
(Amsoil 75W-90 series 2K 113. 5)
·Flash Point (ASTM D-92)
(Amsoil 75W-90 series2K 338*F)
·Pour Point (ASTM D-97)
(Amsoil 75W-90 series 2K -51*F)
·Brookfield Viscosity @ -40*C in cP (ASTM D-3829)(Amsoil 75W-90 series 2K 35,000)
·Four Ball Wear Test, scar dia in mm (ASTM D4172B: 40kgf, 150*C, 1800 rpm, 1hr
(Amsoil 75W-90 series 2K -0. 40mm)
·NOACK Volatility, % weight loss (g/100g) (DIN 51581)(Amsoil 75W-90 series 2K 11. 4)

These parameters are necessary to evaluate the complete job of the gear lube not just the antiwear or extreme protection characteristics. The petroleum LE 607 by your own words has about 12% more EP additive than Amsoil series 2000 75W-90. Simply put, it needs it to survive. An oil film that gets trapped between the teeth of the gears lubricates the gears. Under extreme loads the film undergoes a process called elastohydrodynamics that actually causes the metal to plastically deform. This intense pressure causes high temperatures and eventually degrades the petroleum basetocks. The extreme pressure additives must perform most of the protection of the gears due to the low film strength of the petroleum and therefore are used at a higher rate than they are in higher film strength synthetic oils. So it makes sense to load more EP additive into the petroleum than you would in the synthetic. In very high temperature situations the petroleum oil is thinning and literally vaporizing and not supporting the gear protection at all, again relying entirely on the EP additive to prevent damage. This will be revealed in the NOACK Volatility and Flash points of the oils. Now for the low temperature performance: the petroleum is dead on arrival. Test indicate that at minus 20*F it can take up to 22 min for 90 weight gear oils to start to travel up the ring gear. It takes about 14 seconds for Amsoil series 2000 75W-90 to be in full travel. The petroleum has to heat up due to friction of the gears to finally begin to move. This performance by petroleum is simply unsat in cold weather. Even multigrade petroleum is inadequate much less a straight 90weight. One of the other primary functions of the gear oil is to protect the bearing in the axels and the differential. There is little need for EP additives in bearings, in fact additional antiwear additives are added to provide the bearing lubrication. You see, EP additives are basically strong chemical compounds (usually sulfur based) that when they get hot the actually chemically attach to the metal surfaces of the gears and form a protective layer. The bearings should never get hot enough to activate the EP agents and therefore rely on antiwear additives that are loosely attached to the bearing surfaces. These antiwear additives are usually a type of Zinc compound, which is a sacrificial metal if the film of boundary lubrication breaks down in the bearings. Again you see the term of film coming into play; synthetics have superior film strengths to petroleum oils and are less reliant on antiwear additives. Cold viscous petroleum or hot thinned petroleum will simply not provide the protection of a good synthetic gear oil. The EP or antiwear additives must be replenished by incoming oil to maintain the protective surface they provide. If the oil is to thick to flow then the additives on the surface of the metal are expended and wear takes place until more oil brings in new additives. When the oil is so thin from high temperature then all that is protecting is the additives, the film of oil is basically to thin to provide separation of the moving metal surfaces.

Books have been written on this subject and its probably time to let the Lubrication Engineers Rep supply the information requested so we can do a better comparison.

Dan Watson

 

[Oil Man]

Guys, I would like to respond to the above post. I just put my dad in the hospital for hart surgery and have other things on my mind right now. Please give me a little time.

Thank you, Kevin

 

[Sled Puller]

Kevin,hope all is well at home. This thread was cross filed in the begining. The debate rages on but a lot of good info is being missed. Joe D. ,next time you pull it up,pull them both! Or, can Rob combine these two? Gene

 

[DocStressor]

Dan, that was a great post! I tried to make a similar point in the Amsoil 3000 Diesel Oil thread, but without any details. Had I been following this thread, I would just have referred folks to your post. There is much more to designing balanced lubricants that just loading them up with EP lubricants so that they can excel in the wear tests. This holds for engine oils as well as differential lubes.

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1999 Quad cab 2500, SB, SLT, 4X4, 5-speed, 3. 54, tow and camper package, Lance 820 camper, Lance cabover stabilizers, Rancho 9000s, Airlift airbags

 

[Mad Max]

THE GREAT REAR END OIL DEBATE RAGES ON...

OVER THERE...

Started here:
http://www.ford-diesel.com/ubb/Forum17/HTML/000572.html

Continued here:
http://www.ford-diesel.com/ubb/Forum17/HTML/000673.html

Got a couple hours????

out;

 

[DocStressor]

Fascinating! They infected the F**D site! But what a lesson in lube tech!

The irony of it all is that the Dana 70/80's are as overbuilt as the Cummins engine. They are more than likely to last as long as the engine using any acceptable lubricant.

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1999 Quad cab 2500, SB, SLT, 4X4, 5-speed, 3. 54, tow and camper package, Lance 820 camper, Lance cabover stabilizers, Rancho 9000s, Airlift airbags

 

[Archive]

Oil Man,

I followed the link on this site to the Ford site. I'm glad your dad is well and wants to go fishing. I read the posts by you and Dan and would point out you have not addressed the relevance and merits of SRV wear and SRV ep tests in regard to gear lubes. I don't mind bias when promoting a product, but be fair.

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'00 2500 SB QC 4X4, 24V ISB

 

[Oil Man]

Maverick,
On an old post someone said that the SRV test method was only for grease. I am reading off the ASTM D-5707 Standard test Method for Mearuring Friction and Wear Properties of Lubrication.

In the opening statement it does talk about doing the test on grease, however in the 3rd paragraph it says,"The test method can also be used for determining a FLUID LUBRICANT'S ability to protect against wear and its coefficient of friction under similar test conditions. "

The SRV is known as a very accurate test for measuring Wear, EP, and Coefficient of friction.

I contacted an independant lab. and asked for the background on the SRV test. It is used in testing for Aerospace, Space, Automotive, Heavy Engineering, Industrial Lubricants, etc.

They also said that in the extreme pressure evaluation of lubricants for cam/follower and gear contacts the ASTM D-5707 would be the test to run.

Sincerely, Kevin

 

[Sled Puller]

Merry Christmas! Back to the top for old times sake!
Gene

 

[Shleets]

The TDR site is making me both smarter and more confused than I ever was before the Cummins!! #ad


------------------
Mark Schlueter
2001, QC, 4x4, ETC, K&N, White sport package. Kodiak Sidewinder Steps. Mag Hytec rear dif cover. Wet Okole seat covers. VDO Vision Gauges, A pillar mount from Geno's and Mag Hytec Trans pan are on order.

 

[WCrovo]

#ad
I have been useing LE 15/40 in engine but will dicontinue when out of my 5 cases. Reasons= too expensive and a pain to get. I change my oil every 3,000 miles and figure I will use Dello 400, can get everywhere for a reasonable price. If we all really cared about longetivity we should install prelubers. Most wear occurs on start-ups. On the diffs I use redline 75/90. Reasons= never looks ugly at 30,000 miles and is easy to get. I have a feeling about amsoil(sorry amsoil reps, can not justify feeling, sure its good, just feel like when ever I see an amsoil rep he is also selling a toilet paper oil filter, at least thats what I remember. ) I could be mistaken and if I am I know you will let me know, but didn't you guys have a toilet paper filter at one time? I was raised in the Bay Area in the 60's and my memory is somewhat blurry.

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2001 2500 tow, camper, SWB, ETH, Bright white.

 

[Rambling]

AMEN,Shleets!!!!

 

[Sled Puller]

No Walter,
That is a different company, they still make them.
NO TP FILTERS AT AMSOIL!
They do have one of the finest quality By-pass systems on the market. E-mail me if you want some details, just to get those bad fellings to go away! #ad

Gene

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1997 Cummins Dodge 4x4 Bombed & Amsoiled. Amsoil Premiere Direct Jobber, Member of: NRA Business Alliance, GLTDR, WANTED: Wrecked Dodges.
www.awdist.com