Conventional gear oil GL-4 of any given viscosity has about ½ the level of phosphorous additive that is present in GL-5, so the surface tension bond is not so strong, and, therefore, under active loads over a period of time, brass stripping can take place ( wear of box spare parts). This means the GL-4 offers slightly less ultra-high pressure protection. Therefore, for high speed hypoid gears, API GL-4 is not quite suitable.
If GL-5 oil is used in a gearbox that requires GL-4, premature wear of the synchronizers and gears is also observed. This is due to copper settling in GL-5 oil. In the latter, it is 4 times more than in API GL-4 oil.
What if you can't find GL-4?
Everything is very simple! An excellent replacement for GL-4 80W-90 transmission oil is SAE 50, which meets the CAT TO-4 specification. Interchangeability takes place here, since the operating temperatures are very similar, and, in the case of SAE 50, the copper level does not exceed the mark indicated on the GL-4 80W-90 packaging.
What is the difference between gl 4 and gl 5?
The fundamental differences that still have some meaning, both for the car and the buyer, include:
- Transmission operating ranges. API GL-4 is acceptable for use on passenger cars with "stock" boxes that are not subject to heavy loads.
- Different viscosity. GL-4 has a lower viscosity, both on a heated box and not.
- Anti-seize properties. In relation to the aforementioned boxes, it is a worthy option, as it has a balanced amount of copper and iron impurities. GL-5 contains significantly more copper in its composition, which is bound to harm the box in the low load range.
- Price. This parameter, in terms of the difference between transmission oils, affects exclusively the buyer / owner of the car.
Which oil to choose when changing vehicle configuration?
What should you do if you put a more powerful engine in your car or your HP has increased dramatically? A rational solution would be the use of GL-4 synthetic oil. The price category also plays a role here. How to understand that the oil is chosen correctly and its further use will not damage the box? Here everything should be left to chance or the feeling of "stubbornness" of the box. If this is the case, then it is necessary to replace the selected one with GL-5. The drained oil sample should be sent for analysis, and the new filled oil should be analyzed over the same period of time.
If the sample shows an excess of iron, then GL-4 is definitely not suitable. Gear oil GL-5, due to its higher viscosity, creates an improved protective film, but at the same time the amount of copper impurities in the total amount of oil increases. So to speak: - a stick in two ends.
If the only solution to protect the box from premature wear is the use of GL-5 oil, then a filter with a magnet will become a compensatory measure that will somewhat correct / reduce the amount of falling copper impurity.
Such replacement of the unit entails additional costs, both in terms of re-equipment and traditional gear oils. The specificity of the re-equipment involves the replacement of both synchronizers and gear wheels. If synchronizers can still be attributed to the category of consumables, then the latter should be kept, and, in fact, used GL-5. It will be especially useful in cases where the power of the car increases 100 hp and more.
The main difference and rationality of the purchase
Whatever one may say, the main difference between such oils is operating range of gears... So, for example, API GL-4 is used under conditions of different severity, and GL-5 is relevant for high-speed hypoid transmissions and driving axles, which, in turn, operate at sufficiently high temperature conditions, alternating with short-term shock loads.
The creation and maintenance of EP properties is very important for any machine that can use any of the above synthetic oils. Choosing the right one by no means ends in top-class buying and using, even the same GL-5 API.
Illustrative example
As an illustrative example, we can take the popular and affordable Lanos car. Pouring too expensive oil into his box seems absurd, and, as practice shows, it is irrational. The box, according to the principle of its functioning, refers to the average degree of load. Someone will say that it is better to fill GL-5 and forget about it. As already mentioned above, this oil has a high extreme pressure property due to the increased concentration of copper impurities. It is copper, of course, in excessive quantities, that literally in half a year will disable synchronizers and other driving elements. As a result, the potential owner will receive a damaged box and a headache in the form of an additional cost item.
API GL-4, in relation to the same "Lanos", will cost a little more, since the frequency of scheduled oil changes differs from the above mentioned in a larger direction, but will exclude the possibility of premature wear of the gearbox elements.
Note! Waste oil, be it GL-4 or GL-5, cannot be reused in any part of the vehicle.
The difference mainly comes down to the additive formulation, GL-4 oils typically contain 3 to 4% EP sulfur-phosphorus additives, while GL-5 oils typically contain 4.5 to 6.5%.
In view of this, GL-5 is recommended for heavier loaded gears (for example, hypoid gears), as well as as a universal one for most mechanical transmissions that do not have non-ferrous synchronizers in their design. This is due to the fact that the EP additive package contains sulfur-phosphorus elements that can cause corrosion of non-ferrous alloy parts.
Thus, GL-4 is typically used for synchronized gearboxes, and GL-5 for axles and gearboxes. For front-wheel drive vehicles, because the fight against corrosion of synchronizers can go against the protection of the final drive gears, because they are in the same block.
The gears are synchronized by pressing the blocking synchronizer against the cone of the gear wheel - the oil film is squeezed out and the rotation speeds are compared. The problem is that in this case the lubrication becomes semi-dry and the problem arises not of corrosion, but of wear, so each transmission manufacturer here adheres to its recommendations.
At the same time, many owners prefer to sacrifice the possible corrosion of synchronizers in favor of greater extreme pressure properties (especially in the case of high loads), i.e. select the GL-5 specification, although the manufacturer prescribed GL-4. At the moment, Texaco has synthetic oils with double specification API GL-4 / GL-5, being low-viscosity, they provide good lubrication of hypoid gear and are non-aggressive to non-ferrous metals, as a result, they can be used in cases of both specifications.
Replacing automotive oil - the main lubricant that prevents metal components in contact with each other from becoming unusable - is a very important procedure. The article will discuss gearbox oil.
The role of oil in the gearbox
Let's figure out why oil for the box is so necessary. Let's take a look inside the detail.
The fact that the gearbox has gears mounted on shafts, which, in turn, rotate on bearings, and that the gears are in contact with each other by means of teeth - we all know this.
We forget that high pressure and considerable longitudinal sliding negatively affects the transmission fluid, destroys the oil film in the contact area of \u200b\u200bthe rubbing parts, leads to metal jamming and, as a result, everything is destroyed.
Important properties
To eliminate the negative effects of the environment and the inevitable processes of mechanics is designed to viscous oil with special additives... It is able to ensure the safety and low susceptibility of the oil film to various influences. It will also be useful to know that even at the stage of production of gears and other parts of the box, they are coated with phosphate.
As for additives, transmission fluids for transmissions contain the same substances found in motor lubricants. We are talking about antiwear, viscosity-temperature, anti-corrosion and other additives. Only in the transmission fluid, these same additives are mixed in other proportions.
In addition, in order to strengthen the oil film, to make it stronger, chlorine, zinc, sulfur and phosphorus compounds are added to the liquid - in a word, a whole bunch from the periodic table. On the other hand, strong oxide films are formed that perfectly resist high pressure and mechanical stress.
Types of oil bases
Like engine oil, transmission fluid comes in three varieties or types of bases. Synthetic, semi-synthetic and mineral bases. Let's consider each of the basics separately, find out their purpose and role.
Synthetic base
- She has better fluidity compared to mineral. On the other hand, with extreme changes in operating temperatures, these oils can cause unwanted leaks through the gearbox oil seals. This situation is especially relevant for cars with high mileage;
- There are also advantages to synthetic oils besides better fluidity. So, the density of synthetic oil is less dependent on the temperature drop in cold season, which allows them to be used in a wider temperature range, making them an all-season;
Semi-synthetic base
- It is a kind of hybrid, a combined version, something between full "synthetics" and "mineral water";
- This oil is designed to improve a number of properties of mineral oils while reducing high cost synthetic.
Mineral base
- Are considered most consumed, so to speak, popular oils, due to their cheapness;
- In order to somehow improve the quality of mineral oils, a certain amount of additives with a high sulfur content is added there.
It turns out that synthetic oils are better in quality than mineral oils, but at a much higher price. Semi-synthetics are somewhere in the middle, making it possible to save money.
Important: remember that in no case should you mix "synthetics" with a mineral base or vice versa!
Difference of oil by type of box
In addition, oils must be distinguished by their properties. To date, two types of oils are known: for automatic transmissions and for manual transmissions. This is where they differ.
For manual transmission
- Oils for manual transmissions (or MTF) effectively remove mechanical loads, lubricate friction pairs, remove heat and rust particles.
Be aware that all gears and the bearings inside them require oil immersion and splash lubrication. In some designs (especially loaded or complex mechanisms), even this lubrication is not enough. In such cases, the oil is provided with a forced supply under pressure.
For automatic transmission
- The difference between oils for automatic transmission (they are marked as ATF) in that they are applicable higher requirementsthan grease for manual transmission. This oil acts as a mechanical energy transmitter in the entire transmission system. Rather, it is a hydraulic fluid than a regular oil;
- These oils are not only able to lubricate gears, but also provide a liquid medium, as well as smooth operation of friction mechanisms, better remove heat and protect against corrosion;
- They have more high viscosity index and better resist foaming;
- ATF lubricant has a weaker effect on oil seals and various elastomers than manual transmission oil;
- Such oils must be very resistant to oxidation.
This question is often asked on forums: is it possible to use oil for a machine in mechanical boxes. In principle, this is even better, but it will cost more.
Table of known oils for automatic transmission
| Brand | Description | Purpose |
| Dexron 3 | Automatic transmission oil that meets the latest requirements of leading manufacturers | For cars with boxes Step-tronic, Type-tronic, automatic transmission and so on |
| Euromax ATF | Special fluid for automatic transmission of foreign cars of a very high quality standard | Boxes Ford Merkon, Chrysler, Mitsubishi Diamond, Nissan, Toyota, etc. |
| Mobile Delvac ATF | Automatic transmission oil that performs exceptionally well in subzero temperatures | Trucks with automatic transmission, buses, cars, etc. |
| Toyota ATF | Oil with special additives that protect against corrosion and excessive wear | Toyota and Lexus car boxes |
| Honda ATF | Oil with special ingredients to protect the seals and o-rings | Automatic transmissions of all Honda models |
Oil classification by viscosity
We figured out the basis, now we turn to one of the most important characteristics - the features of a particular oil and classification by viscosity SAE and API.
API classification means the separation of all known transmission oils into 7 groups, the most common of which are GL-4 (moderate loads) and GL-5(hard, extreme loads).
SAE classification (you can read more about this classification in other articles on our site) conventionally divides oils into 3 groups: winter / summer / all-season.
Below we see a table that lists the most popular gear oils and their viscosity, as well as various important properties.
Synthetic based, semi-synthetics
| Oil grade | SAE | Features: | API |
| Mobile 1 SHC | 75W / 90 | Universal SNT * all-season (intended for manual transmission, hypoid and other transmissions) | GL4 |
| Lukoil TM-5 | 75W / 90 | Designed specifically for manual transmissions with any types of gears - PSNT ** | GL5 |
| Castrol Santrans Transaxl | 75W / 90 | Fully SNT (purpose - manual transmission, razdatka, gearbox in the block with main gears) | GL4 |
| Mobile GX | 80W | Purpose - combined gearboxes / front-wheel drive | GL4 |
| Lukoil TM-5 | 85W / 90 | Designed for manual transmission / automatic transmission, transfer case, steering - PSNT | GL5 |
| Toyota | 75W / 90 | Original SNT oil (intended for manual transmission, hypoid gears of the rear axle gearbox, steering column) | GL4 / GL5 |
Gearbox oil change
Gearbox oil is not subject to replacement in all car brands. Some expensive models of machines are known in which replacement is not provided by the manufacturer himself. As a rule, these are cars with a new type of automatic transmission, where the liquid is filled for the entire service life (which coincides with the service life of the car itself). Such gearboxes do not even have a dipstick to check the level.
Here, for example, are car models in which replacement is not provided:
- On German cars, after the 90s of production, boxes without a dipstick are installed;
- Acura RL with automatic transmission type MJBA;
- Chevrolet Yukon with automatic transmission type 6L80;
- Ford Mondeo with automatic transmission FMX;
- Honda CR-V last years of release and many others
But all this, as if superficially, and in practice things are a little different. Replacement may be required if there is a problem in the box. In any case, diagnostics will be needed (with the determination of the level according to the scanner and the schedule) and the replacement is better for specialists to take care of.
Let's leave alone expensive car models and move on to the usual ones. In the boxes of these machines, it is recommended to replace every 80 thousand km run, which is approximately 2 years. But not everything fits together here. Again, all this refers to the classic, so to speak, scenario, implying that the car rarely gets into city traffic jams, the climate of the country where the driver lives is moderate, and the quality of the roads is not in doubt (as in Germany, for example). In our country, where driving conditions are almost extreme, it is important to carry out a replacement not every 80 thousand km or even after 40 thousand kilometers, but every 25 thousand. And these are not big words, but the realities of our life. Thus, we will take care of the box and will not let it fail ahead of time.
There is also another option. The lubricant can be visually inspected and its condition determined. So, if it is noticeable that the liquid has changed color to a darker one or acquired a burnt smell, it is already stupid to wait for a planned replacement. Urgently contact the service, where they will first carry out diagnostics, and then change the oil.
Conclusion
Time does not stand still. New types of oils appear, imported branded products become available, recommendations change. The motorist needs to be aware of the latest developments, as well as a specialist in any other field. Periodically check the quality of the oil, diagnose and condition the box.
Why replace something that serves a lifetime? Optimism goes away when you find in the backyard of the service station a mountain of dead mechanical and automatic transmissions taken from the cars of one very famous company. Which one? Well, it doesn't matter ... The important thing is that the boxes are now almost disposable! They try not to repair them, but to change them entirely - how much will such a replacement cost without a guarantee, are you guessing? Therefore, the box must be cared for and cherished and be sure to pamper with good oil. Best fully synthetic, 75W-90 viscosity grade, API GL-4 grade - perfect for manual gearboxes.
It is a pity that domestic transmission synthetics cannot be seen on the shelves. Only imports are mostly European, mostly German. Manufacturers prefer to specify GL-4 +, GL-4/5, and GL-3/4/5 instead of GL-4. So they bought them, as many as a dozen. The run-up in price - from the democratic 345 rubles for a liter can of Dutch NGN to 775 rubles for the French Motul Gear 300. Is it worth it to overpay? That's why we arranged an examination.
WHAT DO WE CHECK?
In general, the oil in the box is easier to work with than in the motor. But there are enough problems: it is necessary to simultaneously form the thinnest film and ensure lubrication of the gears. There must be serious protection against scuffing and wear. Therefore, viscosity, composition, and a set of additives are important in the characteristics of a transmission.
WHY CHECKED?
And here is what everything was started for. We officially declare: oils are very different, and obviously not from the same barrel. The spread of results by individual parameters - not by percentage, but at times! And the effect does not always correspond to the price. The leader was revealed immediately - the ester Motul Gear 300 has the best performance in terms of welding load, scuffing index, and critical load. With wear it is a little worse, but here it is generally interesting: none of the tested oils met the requirements of GOST for the TM-5 group. Why is that? Perhaps this is a consequence of a decrease in the content of sulfur and phosphorus in modern products, which previously determined high antiwear properties. But the result obtained cannot be considered negative either: we choose oil for manual transmissions of the GL-4 group, where antiwear indicators are not standardized by GOST at all.
And here is one more nuance, for which it was worth working. It turned out that antiwear and extreme pressure properties change in antiphase! At the level of intuition, this is understandable. The basic principle of wear protection is to put something soft, sliding between the parts. The opposite is required to increase scuff resistance. Therefore, an effective additive package must provide some kind of compromise between two mutually exclusive factors.
Well, what is better? Our advice on "What to choose?" - below. We have arranged the files of all participants in alphabetical order. And there is only one wish: do not dismiss the "box" oils.
Until the box brushed you off.
The results differ from each other not by percentages, but several times!
WHAT, HOW AND WHY MEASURED
Tribological parameters. They characterize the protective properties of the oil during contact action in the gearing. Determined according to GOST 9490-75 on a four-ball friction machine: three stationary steel balls at the bottom, one spins at a given speed at the top and the load presses on it. The structure is immersed in an oil bath in which the test oil splashes. And then the behavior of balls and contact spots tells about everything. For different types of transmission oils, it is normalized by our GOST 17479.2–85, - there are generally accepted ways of interpreting the results of such tests. Of course, foreign manufacturers are not required to follow GOST, but we live in Russia, and therefore, to assess the quality of oil, we can take the norms of this document.
This is the threshold for the destruction of the oil film. GOST does not standardize its value, so let's just reason: the higher it is, the better.Bully and wear. The main troubles of the gearing. They are characterized by a scuffing index and a wear index. The index is not standardized - in general, the higher the better. The wear indicator for GL-4 oils (TM-4 according to our GOST) is not standardized, but for TM-5 (or GL-5 according to our “not ours”) it should be no more than 0.4 mm. In general, less is more.
The main parameter by which the EP properties are normalized. It is defined simply: the balls are loaded and loaded until the friction machine stops. For TM-4 oils, the welding load must be at least 3000 N, for TM-5 - 3280 N. Let us take these figures as an assessment criterion.Viscosity. At operating temperatures, we estimate the kinematic viscosity, at low temperatures - dynamic. Based on the kinematic viscosity at 40 and 100 ° C, we calculate the viscosity index, which characterizes the degree of viscosity dependence on temperature. The range of variation of this viscosity at 100 ° C for the 75W ‑ 90 class is quite wide - from 13.5 to 24 cSt. The higher the viscosity at operating temperature, the heavier the motor, generally speaking. The lower the dynamic viscosity at negative temperatures, the faster the box will warm up and the better the car will run.
Pour point. It's simple: the lower the better.
Flash point. Together with the pour point, it characterizes to a certain extent the stability and quality of the base oil. The higher it is, the better the base is usually, which means that the resource of such oil can be expected to be longer.
QUESTION ANSWER
Are these oils suitable for automatic transmissions?
Not good. For automatic boxes, special fluids have been created with different properties. It is very important to follow the recommendations of the manufacturer, because the ATF fluid ensures the operation of the torque converter, which requires a strictly specified viscosity-temperature characteristic. And for mechanical transmissions, these requirements are much milder.
What is the difference between GL-4 oils and GL-5 oils? Or, in our opinion, TM-4 from TM-5?
According to GOST 17479.2–85, the purpose of oils of the TM-4 group is cylindrical, spiral-bevel and hypoid gears operating at contact stresses up to 3000 MPa and oil temperature in bulk up to 150 ° C. And the addressees of TM-5 oils are hypoid gears operating with shock loads at contact stresses above 3000 MPa and oil temperature in the volume up to 150 ° C. Hence the differences in the required protective properties, which are mentioned in the article. Therefore, in particular, the transition from GL-4 to GL-5 and vice versa is unacceptable: these are different oils with different properties.
Will the use of a more viscous oil reduce the noise of the box?
Yes, it will, if the noise is caused by increased gaps in the box nodes. But within reasonable limits, of course. With a high degree of wear, even the most viscous oil will not save.
Should we chase synthetics? Or is the situation the same as with engine oil?
Synthetics are more stable and therefore guarantee a greater resource. In addition, it has a higher viscosity index, so the low temperature properties of these oils are better. So there is a certain analogy with engine oils.
Why are there such large numbers in SAE designations when the weather overboard is the same as for the engine?
The numbers represent the average viscosity range for the oil grade in Saybolt seconds universal (SSU). For transmission, they are taken directly, for motor ones - they are divided in half.
All tables open in full size by mouse click.
The question about mixing - is it possible or not?
It depends on what to mix. Oils of the same SAE and API groups can theoretically be mixed, but in practice - we do not recommend it.
Do I need flushing when changing oil?
If good synthetics were originally filled in, then they are not needed.
Can GL-5 be put into manual box?
GL-5 oil is intended for heavy duty high speed hypoid gears. Its enhanced extreme pressure and antiwear functions are provided by an increased concentration of sulfur and phosphorus based additives that are corrosive to non-ferrous metals. But in practice, transmission elements are individual, and therefore, in certain cases, the automaker may allow the use of one type of oil in all transmission units.
OIL IN manual transmission: WHICH IS BETTER TO CHOOSE?
Nomination "Extreme"
The winner in this category guarantees protection of the box at maximum loads.
Gold at Motul Gear 300.
Wear protection category
Gold at BP Energear and JB .
Silver took ADDINOL, NGN and SRS .
Energy Saving Nomination
It guarantees the best efficiency. For the frugal, in general.
Winners - Motul Gear 300 and Liqui moly .
Silver at Mobil mobilube and ADDINOL .
Nomination "Fast warm-up"
These oils are the best at overcoming the cold numbness after a night's sleep.
The best turned out to be oil SRS .
Silver took BP Energear and Shell spirax .
Nomination "Price / quality"
Everything is clear from the name.
Clear and winner: NGN .
The Grand Prix
If we talk about maximum protection (even for sports car boxes), then here it is difficult to compete with ester oil.
Winner - Motul Gear 300 .
Silver at Castrol Syntrax, Mobil Mobilube, Eurol Transyn .
Antiwear and extreme pressure properties of oils appear in antiphase.
REPRESENTATIVES
ADDINOL Gear Oil GH 75W-90
Germany
Price for 1 liter - 420 rubles.
SAE 75W-90, API GL-4 / GL-5
Approvals: MIL-L-2105D, VW 501 50
Not a word in Russian on the label! One of the serious advantages is one of the highest indicators of wear protection. But right there, as a fly in the ointment, there are modest results in terms of the seizure index and welding load. And the low temperature properties are not the best.
Reasonable price.
Relatively low scuffing properties.
BP Energear SGX 75W-90 Winner in the category "Wear protection"
Belgium
Price for 1 liter - 470 rubles.
SAE 75W-90, API GL-4 +
Approval: Suitable for VW 501 50
Wear protection is the best and scuff protection worse than most. In terms of wear, it came close to the very strict requirements of GOST for oils of a higher group - TM-5. Good low temperature properties and highest flash point.
Best wear protection, affordable price.
Low values \u200b\u200bof the scuffing index.
Castrol Syntrax Universal Plus
Germany
Price for 1 liter - 550 rubles.
Approvals: MAN 3343S, 341E3; Scania STO 1: 0; MB-Approval 235.8; ZF TE-ML 02B, 05B, 12B, 16F, 17B, 19C, 21B; SAE J2360
One of the best indicators of weld protection is combined with satisfactory wear protection. Very low pour point - with the lowest viscosity index. At the same time, the highest flash point promises a large resource.
+ High weld load provides long-term protection against scuffing; low pour point.
- Low viscosity index.
Eurol Lubricants Transyn Synthetic
Netherlands
Price for 1 liter - 420 rubles.
SAE 75W-90, API GL-3/4/5 & MT-1
Approvals: Meets ZF TE-ML 01, 02, 05, 07, 08, Volvo 97310, Scania STO 1: 0 BOX; MAN 341 TL / 341 Type Z-3; MAN 342 SL / 342 Type S-1; MAN 3343 S / SL; MIL-L-2105 B / C / D; MIL-PRF-2105E; DAF ZF TE-ML 02 BOX.
There is not a single Russian word on the bank again! But in "not our" language, on the one hand, it is written in large size that it is synthetic, and on the other, in a much smaller print, it is semisynthetics ... What to believe? After the tests, we believe the second more.
A high welding load, even according to our strict GOST, passes as TM-5.
Worst wear rate.
JB GERMAN OIL Hypoid Getriebeoel GL 4 plus Winner, Wear Protection
Germany
Price for 1 liter - 520 rubles.
SAE 75W-90, API GL-4 / GL-5 & MT-1
Approvals: MAN 3343 Type S; Scania STO 1: 0; ARVIN MERITOR 0-79-N; SAE J2360; MIL-PRF-2105E; ZF TE-ML 02B, 05B, 07A, 12B, 16F, 17B, 19C DAF IVECO
One of the leaders in terms of the number of approvals from automakers, but from the description it is not clear - "approved" or "compliant"? The wear protection is excellent and the seizure index is weak. Low temperature characteristics at the level. And at the same time the highest viscosity at operating temperatures!
Good wear protection and low temperature properties.
Worst badass index in the review.
Liqui Moly "High Performance Gear Oil" Winner in the category "Energy Saving"
Germany
Price for 1 liter - 620 rubles.
SAE 75W-90, API GL-4 + (GL-4 / GL-5)
Approvals: Ford ESD M2C 175-A; VW Norm 50150 (G50); ZF TE-ML 08
Very expensive, but generally not outstanding oil. The tribological parameters are average, the low-temperature properties are good, but not the best, the viscosity index is also relatively low. And what is the declared "high performance"?
Convenient bottle with built-in grease gun, good low temperature properties.
Expensive for average parameters.
Mobil Mobilube 1 SHC Fully Synthetic Supreme Performance Gear Oil
Sweden
Price for 1 liter - 750 rubles.
SAE 75W-90, API GL-5 / MT-1
Approvals: Approved MB - Approval 235.8, MAN M 3343 Type S; MAN 341 E3; ZF TE-ML 02B / 05B / 12B / 16F / 17B / 19C / 21B; JSC AVTODISEL YaMZ Gearbox. Meets Scania STO 1: 0; ZF TE-ML 07A
Very decent results in terms of transmission protection at high loads. But at the same time, the lowest viscosity index predetermines weak low-temperature properties. At the same time, the viscosity at operating temperatures suggests relatively low friction losses in the transmission.
Good protective properties.
Very expensive! And the viscosity index is strangely low for synthetics.
Motul Gear 300 100% synthese Winner in the category "Extreme" "Energy Saving" Grand Prix
France
Price for 1 liter - 775 rubles.
SAE 75W-90, API GL-4 / GL-5, MIL-L-2105D
Ester-based oil immediately stands out from the rest. It has the highest scores for scuffing and welding protection, for oil film resistance. At the same time, working viscosities do not steal extra "horses" from under the hood. By all indications - the leader of the test.
Best tribological performance in critical load and scuff protection.
NGN Synthetic Transmission Oil Winner in the category "Price / quality"
Netherlands
Price for 1 liter - 345 rubles.
SAE 75W-90, API GL-3/4/5, MT-1
Approvals: meets the requirements of MAN 341/342/3343; Scania STO 1: 0 BOX; MIL-L-2105 B / C / D-PRF 2105E; Volvo 97310; DAF ZF TE-ML 02; ZF-TE-ML 01 / 02B / 05B / 07A / 08A
Oil with a not very well-known name in our country turned out to be the most inexpensive, but quite worthy. In terms of basic parameters, it is in no way inferior to the more eminent, and in some ways even surpasses them. That is why it gets the first place in the “Price / Quality” nomination.
Low freezing point and a sufficient level of basic physical and chemical indicators in combination with an affordable price.
High viscosity at operating temperatures.
Shell Spirax Axle Oil S5 ATE
Switzerland
Price for 1 liter - 480 rubles.
SAE 75W-90, API GL-4/5
Approvals: Approved Ferrari, Porsche
It is declared for extremely loaded transmissions, however, the tribological indicators are not outstanding for all positions. But good low-temperature properties and viscosity at operating temperatures correspond to the declared purpose.
Good scuffing protection, relatively affordable price.
High viscosity at operating temperatures increases frictional losses.
SRS Schmierstoffe Getriebefluid 5 L Winner in the "Fast Warm Up" category
Germany
Price for 1 liter - 490 rubles.
SAE 75W-90, API GL-4 Plus
An oil unlike the others. The color is bright green, and the composition is clearly different. The highest viscosity index determines the leadership in low-temperature properties. But viscosity at high temperatures is also high - expect friction losses. Decent wear protection.
Low values \u200b\u200bof dynamic viscosity at negative temperatures, good wear rate.
High viscosity at high temperatures, not the highest extreme pressure values.
Total Transmission Syn FE
France
Price for 1 liter - 550 rubles.
SAE 75W-90, API GL-4, GL-5, MT-1
Approvals: Approved MAN 3343 Type S; Scania STO 1: 0; ZF TE-ML 02B, 05B, 07A, 12B, 16F, 17B, 19C; SAE J2360; MB-Approval 235.8; MACK GO-J
High viscosity at low temperatures will lengthen the warming up of the box in the cold. At the same time, the working viscosity is decent, which will increase friction losses, but it will protect the bearings. Of the significant advantages - low freezing point and high flash point.
Good tribological parameters.
Not the best viscosity index.
Technical fluids used in manual transmissions, transfer cases, drive axles are called transmission oils. The classification of gear oils has a similar structure to motor oils. But in contrast to them, the key parameters are: thermo-oxidizing ability, lubricating function, anticorrosive effect, as well as viscosity characteristics. In addition, transmission oil, by analogy with engine oil, is marked. The packaging contains the SAE and API classifications, as well as possible approvals from individual car manufacturers.
Production technology SUPROTEK Atomium
The first number and letter designation W (winter, winter) indicates to us the degree of fluidity at negative temperatures. The lower the value, the more fluid the liquid will be in the cold. Indicator 75 equates to -40 ° C.
The second number is the viscosity range. It is also called the summer characteristic. The indicator 90 corresponds to a positive temperature of 35 ° C. It should be noted that the heating level of the mechanisms can reach 100 ° C.
A temperature range of 75 ° is the most optimal option for the climatic conditions of Russia, why hasn't a product with even wider limits of action been created, for example, from -60 to +45.50 ° C.
The answer lies in the lubricity characteristic of the transmission oil. To maintain the balance of viscosity at different temperatures, special additive packages are used. In other words, oil that is too thin at negative temperatures feels great, but at the same time it protects and lubricates the gears worse, on the other hand, too viscous oil is a loss of transmission power, energy consumption for squeezing out the transmission fluid from under the teeth. It was possible to maintain a balance in this dilemma only in this temperature range. There are other variations of transmission fluids. For example, for hot southern climates and heavy loads at high speeds, gear oil with parameters 85w140 can be used.
Manual gearbox oil GL 4 - features
Gear oil API GL 4 - designed for medium-loaded gear. The main area of \u200b\u200buse is mechanical gearboxes, mechanisms with spiral-bevel gears. In addition, this type of oil can be operated in hypoid transmission gears. In this case, a significant indicator of speed must be compensated for by a small or moderate torque.
The key point for the API GL-4 oil categories is that they contain half the amount of sulfur-phosphorus additives compared to GL-5 technical fluids. The presence of these categories of additives allows you to create a unique protective coating. Working contact between the moving transmission elements is made directly through this protective film. The parts are protected from wear and tear. The service life is increased.
It should be noted that a higher content of sulfur-phosphorus additives can adversely affect transmission parts consisting of copper alloys and other soft materials. In this case, their wear increases by 1.5-2 times. Buy gear oil GL-4 for your car is possible only if the manufacturer of the car indicated free use in the passport of operation.
Transmission fluid GL 5 - scope
Gear oil API GL 5 - used in heavily loaded gears. Basically, technical fluids with such standards are used in hypoid gears, at low torque speeds, but in combination with high speed. In addition, transmission elements can be subject to short-term shock loads. GL 5 standard is a high content of sulfur-phosphorus EP additive.
Thus, the 5th series gear oil provides better extreme pressure properties as well as protection under high loads and pressures. But to the same extent, it cannot be 100% asserted that the GL-5 standard completely covers the performance of the GL-4 modification.
Here, first of all, it is necessary to take into account the material of manufacture of transmission parts, technological features of work, the degree of current wear, the intensity of current operation.
Comparison of GL 4 and GL 5 oils - can you replace one with another?
The purpose of GL-4 oils is the stable operation of the bevel transmission and hypoid gears. The maximum contact stress is 3000 MPa, with temperatures up to 150 ° C. In general, we can say that these are gearboxes of front-wheel drive cars. By purchasing transmission oil GL 5, you will ensure that the hypoid transmission works efficiently in conjunction with shock loads. In this case, the stress can exceed the mark of 3000 MPa.
It should be noted that the transition from GL-4 to GL-5 and vice versa is not permissible - these are different oils with different properties and purposes. As already indicated above, the key feature is the content of sulfur-phosphorus additives. In the GL-4 standard there are half of them. Therefore, if GL-5 is poured into the gearbox instead of GL-4, then a rapid appearance of copper chips is observed, since synchronizers are mainly made of copper and its alloys, and sulfur-phosphorus additives kill instantly.
Comparison table of characteristics of transmission oil GL-4 and GL-5
| Criteria | API GL-4 | API GL-5 |
| Additives (sulfur-phosphorus) | ||
| Gearbox type | Medium loaded, Bevel transmission | Heavily loaded, Hypoid transmission with shock loads |
| Maximum voltage | Up to 3000 MPa | Over 3000 MP |
| Torque and speed | Moderate torque and significant speed | Low torque combined with high speed |
