PRIMROSE 751 Syn-O-Gen Universal ATF REVIEW BY JIM BAUDO

Synthetic Automatic Transmission Fluid

Description: Syn-O-Gen Universal ATF No. 751 is a new and versatile multi-functional power transmission fluid which satisfies the need of automotive, industrial and marine markets. In addition to worldwide passenger car automatic transmission requirements, Syn-O-Gen meets and exceeds all industrial powershift transmission requirements for heavy equipment and all hydraulic pump manufacturers’ requirements for industrial hydraulic oils and hydrostatic drive fluids.

Composition: Syn-O-Gen Universal ATF No. 751 is a carefully balanced formulation of pure synthetic base oils and additives which combine both superior anti-wear performance and clutch plate friction retention characteristics with oxidation and corrosion inhibitors for exceptional thermal stability and protection against rust and corrosion.

Characteristics: Syn-O-Gen Universal ATF No. 751 is formulated to meet and exceed the performance requirements for DEXRON®-II, particularly the severe THCT (Turbo-Hydramatic Cycling Test). In 1980, Ford Motor Company completed conversion to new automatic transmission designs requiring M2C138-CJ (friction-modified) fluids replacing Type F fluids for factory-fill. DEXRON®-II was subsequently approved as an alternative for service-fill of these transmissions. Ford started production of a new automatic transmission, the C-5, incorporating a lock-up torque converter in early 1981. It was determined that the M2C166-H (Type H) describes the performance required. M2C166-H is similar to M2C138-CJ but also includes the Allison C-3 friction retention test. Syn-O-Gen Universal ATF 751 is formulated to meet and exceed this Type H requirement and is recommended for service-fill of the Ford C-5 transmission.

During the 1970’s, DEXRON ®-II fluids became the standard for service-fill in North American produced automatic transmissions. The situation is quite different with European automatic transmission manufacturers, especially for factory-fill. Daimler-Benz has continued to accept only a specific DEXRON ®-type additive that has provided the necessary shift feel and friction retention characteristics. Syn-O-Gen Universal ATF No. 751 chemistry has been.evaluated with results comparable to this specific DEXRON ®-type fluid in the DKA friction test, 10,000 cycle endurance test and vehicle shift feel retention tests with both asbestos and non-asbestos containing friction materials. Thus, Syn-O-Gen ATF No. 751 is a fluid that may also be used in Mercedes Benz cars.

The new Allison C-4 Specification replaces C-3 and describes a hydraulic transmission fluid recommended for use in industrial torque converters and powershift transmissions in off-highway equipment. The Allison C-3 Specification was developed in 1977 to replace the C-2 Specification because available fluids did not provide adequate friction retention with ® Registered TM of General Motors graphitic clutch plates commonly used in Allison powershift transmissions. A critical, high-energy friction retention test requirement must be met in addition to several other tests for Type C-3 and C-4. For the first time a single fluid exceeding both DEXRON ®-II and Allison C-3/C-4 can be recommended for all Detroit-Diesel/Allison automatic and powershift transmissions and industrial torque converters.

Syn-O-Gen Universal ATF No. 751 is formulated to also meet and exceed the Caterpillar TO-2 Specification’s performance requirements for all Caterpillar powershift transmissions.

Syn-O-Gen Universal ATF No. 751 is formulated to meet and exceed the severe piston and vane pump wear test requirements of the Denison HF-0 Specification as well as the Vickers Standard and High Pressure Vane Pump Tests and the Sundstrand Axial Piston Pump Wear/Water Stability Test.

Uses: Power transmission through the use of hydraulic fluids is accomplished in a variety of complex mechanical designs. This diversity of specialized equipment designs has resulted in a variety of lubricant specifications, creating an ever-increasing number of relatively small volume products.

• Reduction in distributing and inventorying a number of specialized hydraulic fluid types and viscosity grades.

• Reduction in the risk of misapplication of fluids resulting in customer dissatisfaction or equipment failure.

• Increased profitability from the capability of single universal power transmission fluid for the following fluid requirements: 

Automatic Transmission Fluid

• Detroit-Diesel/Allison Type C-2, C-3, C-4

• Denison • Sunstrand • Sperry Vickers

Applications: Passenger car automatic transmissions Mobile hydraulic systems Truck automatic transmissions Industrial applications Off-highway construction, agricultural Marine hydraulics and mining equipment. WTDS 751 6/99

THE PHOTO AT THE LEFT IS WHAT MOST OF THE TRANSMISSION PURGE MACHINES LOOK LIKE.

Automatic Transmission Fluid Exchanger

The Most Technologically Advanced Transmission Machine. Fast, Automatic and Accurate Fluid Exchange.

READ ON BELOW TO BETTER UNDERSTAND WHY YOU NEED TO CHANGE YOUR TRANSMISSION FLUID.

The oils used in automatic transmissions and most power steering systems are subjected to extremes of pressure, heat and contamination, which, over time, will cause them to begin to oxidise and break down. The oil becomes thickened and many of its important abilities are significantly reduced, such as lubrication of moving parts, transfer of heat away from critical components and it's role in the hydraulic control system. The result of this oxidation and break down is reduced performance and service life of the very components the oil is intended to protect.

AUTOMATIC TRANSMISSIONS

Advances in automatic transmission and lubrication technology have extended the service intervals for transmissions and generally most passenger vehicle manufacturers specify only one or two transmission services during the factory warranty period. However, this service schedule presents distinct problems.

Conventional automatic transmission servicing which involves the removal of the drain pan and only the oil it contains will leave up to 70% of the old contaminated oil in the body of the transmission, the torque converter and the transmission oil cooler. The new fluid that is added to the transmission (only about 30% of the total capacity) is immediately contaminated as soon as the engine is started. In fact, the most contaminated oil is to be found remaining in the torque converter - which acts like a centrifuge, slinging the heavier particles to the outside of it's internal circumference where they form a thick sludge. Sections of this sludge can break away from the torque converter wall and find their way into the workings of the valve body, the governor and the hydraulic servos.

The fresh detergent additives in the portion of new oil added during this type of service will actually loosen sizable lumps from the torque converter. The results of these particles finding their way into the precision components of the transmission can be harsh or delayed shifts, improper operation of the torque converter lock up clutch and even catastrophic and expensive failure of the transmission due to clogged filters or stuck valves.

The contaminated oil will also affect the smooth overall operation of the transmission as the friction modifier characteristics of the specified oil are altered by the thicker oxidised oil that is mixed with the new fluid.

The only answer to prevent this undesirable contamination of the new oil is to thoroughly flush the transmission and exchange all of the old fluid for the new fluid specified by the manufacturer. 

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