Engine/Transmission (1998.5 - 2002) Whats a high temp for the 6spd?

[BarlowCummins]

I tow alot and i have transmission temp guage and i don't know what a high temp is for the 6spd. My average temp when towing on the freeway is around 180 degrees, is that high?

 

[Cliffman]

180 is just fine. I pull a 15K 5er and my temps run around 190-200 and if I pull in 6th it climbs to 200-205. I'd say that 220 would be pushing it a bit and 240 over temping it.

 

[SMorneau]

I've seen 160-170 on a warm day running empty for a few hours. 180 pulling wouldn't concern me a bit.

 

[willyslover]

Cliff... rear end temp ? [cause I know you have more gauges lights than a christmas tree ]

and do you run 75/90 or the higher weight in the rear

 

[Cliffman]

LOL @ Gary. Sure looks like Christmas when I use my CB. Just a little RF bleed over... The diff and transmission run very close in temps. pullen in 5th around 190 and in 6th around 180.

 

[jwinnie]

Corey,

I'd say your temp is nice and low. I run about 150-160deg empty on the highway and on a recent trip to Florida (pulling about 6k ) my temp shot way up. 4 hrs into the trip (cruising at 70-75mph) the temp was still going up, it peaked at about 230-235deg!! This is with fresh Pennzoil syncromesh fluid and no Fast coolers.

The Pennzoil data sheet says it will work up to 300 deg.



John

 

[Cliffman]

jwinnie, I would not recommend running anything except the OEM oil in your 6 speed. It is a special blend and you could damage the syncros using some other oil. Just a word of caution.

 

[jwinnie]

Cliffman,

Thanks for the word of caution but the reason I bought the Pennzoil is because it basically IS the OEM fluid. Same specs as STF/MTX1874. See the data sheet Here .

• Meets Chrysler specification MS-9224

• Suitable for use in Chrysler transaxles and transmissions requiring Part No. 4874464

I feel confident that the Pennzoil is ok. No problems 70k on the odometer.



John

 

[Cliffman]

Hmmm, Didn't know that. That's what I love about this forum. I though Texaco was the original manufacture of the OEM fluid though.

 

[Cliffman]

Also, I'm just curious, when you installed the Pennzoil do you remember it being very thin?

 

[C. Harlan]

I run Amsoil 5w30 full synthetic in mine. . runs like a charm!! cannot get it over 180°, loaded... it runs about 150-160° empty on the highway, with 1 Fast cooler. second one will not go on due to 4" exhaust.



-Chris-

 

[Cliffman]

I'm a big Amsoil fan and tried the 5-30 in my 6 speed. Noticed a slight grind and some difficult shifting during the colder months. Switched back to the OEM and all the above problems disappeared.

 

[jwinnie]

Cliffman,

You are right, Texaco did make the OEM fluid. I was just saying the Pennzoil has the same properties (cheaper too). It did seem to be the same viscosity as the OEM fluid. The shifting gets better every time I change it. Goes into gear easy and no grinding.



Charlan,

Do you want to sell that other Fast cooler??



John

 

[Cliffman]

jwinnie, where the spec sheet says " part No. 4874464" is it referring to the Chrysler part No. for the OEM fluid????

 

[jwinnie]

Cliffman,

You got it, search the forums with that # and you'll find lots of good info.

 

[LR Smith]

Jwinnie,

You can feel comfortable with the Pennsoil Sychromesh fluid. The Original Texaco MTX was actually manufactured by a company named Equilon and branded as Texaco (as were many Texaco lube products). When Chevron bought out Texaco, Royal Dutch Petroleum (Shell Oil) purchased Pennsoil/Quaker State and aquired the Equilon product line. Royal Dutch decided to brand the lube as Pennsoil, therefore the Pennsoil sychromesh is actually the same lube as the old Texaco MTX.

Lain

 

[Elite1]

Do we need to add a friction modifier to the 4874464 oil? Check out this article...

I thought this was an interesting find, when searching for the specified oil (MS9224). I see that Dodge adds a friction modifier to the spec. oil. On some of the NV transmissions, no mention of the NV5600. Here is the article (note who wrote it and title):



Lubrication Basics



Manual Transmission/Transaxle Flushes



by Don Johnson



Making the correct fluid choices for manual transmissions or transaxles is not as easy as it may sometimes seem. In many cases, the location of the drain and fill plugs are key to identifying which type of transmission/transaxle is used in a vehicle.



Once the transmission unit has been identified, the proper lubricant must then be selected. In previous years, one of the more common lubricants used was an API (American Petroleum Institute) GL designated fluid (i. e. GL-4, GL-5, etc. ). However, today's vehicles' transmissions and transaxles require one of many different fluid types such as gear oil, engine oil, automatic transmission fluid or even a special transmission fluid such as Synchromesh fluid.



Even after identifying what type of fluid is needed, the proper viscosity or specification must be used. Does it require SAE 5W-30 or 10W-30 motor oil, DEXRON-III/MERCON, or a synthetic MERCON automatic transmission fluid? The choice can make a noticeable difference in performance, operation and life of transmission components. Now that we know there are several different fluids available for manual transmissions, lets take a look at the performance characteristics of each fluid.



A gear oil product meeting API GL-5 SAE 80W-90 is commonly recommended for both manual gearboxes and conventional differentials in cars pick up trucks and sport utility vehicles (SUVs). This fluid provides the full protection of an SAE 90 under high temperatures and hard driving conditions, while still providing the fast flow characteristics of SAE 80W when the unit is cold. Likewise API GL-5 fluids may also be recommended for use in industrial gear units. However, a typical GL-5 will contain approximately twice the amount of Extreme Pressure (EP) additive as that of an API GL-4 gear oil. When an API GL-5 fluid is used in an API GL-4 application, the additional EP additive may have a negative reaction with the yellow metal components (brass, bronze, etc. ) used in some transmissions. The EP additive can contribute to chemical corrosion, etching or excess wear of yellow metals over time, which may shorten the life of the transmission components. Always be sure that the correct fluid with the proper API service designation is chosen for the application.



Another common gear oil used is a product meeting API GL-4 SAE 80W-90 which also provides the viscosity of an SAE 90 under hard driving conditions while providing the low temperature flow characteristics of SAE 80W that are necessary during cold weather start-ups. EP and antiwear additives are added to minimize metal to-metal contact wear, but at approximately half the amount used in API GL-5 products. Likewise, an API GL-4 product is commonly designed for both transmissions and differentials found in certain models manufactured by Audi, Hyundai, Nissan, Porsche, Suzuki, Toyota, Volkswagen and others. Always remember to double-check that the proper fluid has been chosen for the application.



Although not as common as other gear oils, some products are formulated to meet the API GL-3 classifications and have limited applications. Currently the most common application is in certain late model jeep vehicles. This fluid is available at your local Jeep dealer's parts department.



API GL-1 SAE 80W-90 is a non-EP, straight mineral oil. It contains no active extreme pressure additives that may contribute to chemical corrosion, etching or wear of yellow metals such as brass or bronze. API GL-1 is specifically designed for use in manual transmissions, transfer cases and final drives in on-highway trucks and off-highway equipment which require an SAE 8OW-90, non-EP, API GL-1, straight mineral gear lubricant.



Depending on ambient temperature, an SAE 50 motor oil can be used as an alternate fluid.



Synchromesh transmission fluid is designed for certain manual transaxles and transmission used by General Motors and Chrysler corporations. It provides excellent oxidation stability, low temperature performance, excellent synchronizer performance and superior compatibility with yellow metals such as bronze, brass and copper components found in manual transaxles and transmissions. Synchromesh fluid is specifically formulated for transmissions used by General Motors and may be identified by GM part No. 12345349. This product also replaces GM part No. 12345577 used in Top Load four-speed manual transmission applications. Likewise, for Dodge truck applications, Synchromesh fluid is identified under Chrysler part No. 4874464.



Synchromesh fluid was developed for use in the NV (New Venture) 3500 five-speed manual transmission used by both Chrysler and General Motors. This is the only product recommended for applications using the NV3500 Transmissions after 1991. Between 1988 and 1991 either Synchromesh or 5W-30 engine oil was acceptable in the NV3500.



Both automakers also use the NV1500 manual transmission, which also requires the Synchromesh fluid. However, the NV1500 transmission requires additional friction modifier to achieve proper performance and protection. General Motors part No. 12377916 already has the friction modifier added. On the other hand, Dodge applications using the NV1500 require Chrysler part No. 4874464, which does not have the additional friction modifier added. Therefore, an additional 0. 2 pint (0. 1 liter) of friction modifier must be added to Chrysler part No. 4874464. The friction modifier may be purchased at your local Dodge dealer.



As for the transmissions that use automatic transmission fluid (ATF), be sure to verify which type of ATF is recommended.



In addition to ATF, engine oils are also used in certain manual transmissions and transaxles in various viscosity grades, so make sure the correct viscosity grade is chosen. You should also take note that the fluids mentioned above are not interchangeable.



Choosing the correct extremely important to the service life and performance of the transmission or differential.



If you are ever in doubt as to the correct fluid to use, be sure to refer to the vehicle owner's manual.



Don Johnson is the vice president of Product Engineering at Pennzoil Products Co. He is a member of the API Lubricants Committee. He is a member of the Society Of Engineers (SAE) and the Society of Tribologists and Lubricant Engineers (STLE). Readers may write to him at: P. O. Box 2967, Houston, TX 77252-2967





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[BarlowCummins]

Thanks guys for all your input But i still have one more question for you guys, how hot can you get before things start to get hurt from the heat?

 

[jwinnie]

Corey, I think you'll get some different opinions on this. The best thing may be to call New Venture Gear and ask them, I'd be interested to know. The spec sheet on the stock lube says its good up to 302°F. If you're running RP Syncromax (Your profile says RP everwhere) you may be good to higher temps .

Mine shifted normal and made no noise at 235°F but I don't want to go that high again.

Just my $. 02



John

 

[BarlowCummins]

ya , i will try to call them in the morning to find out for sure and then i will post it, or less someone else knows for sure.