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Discussion Starter · #1 ·
in the past I've added Slick 50 to the engine oil of my 99T and the car never had a problem - since it received a full make-over from Jamsaab, I now use fully synthetic.

I was wondering as I am not sure about its service history, whether to put some Molyslip in the gearbox of my '97 9000 - prevention is better than cure and all that. Anyone tried it?
 

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I've tried it in 9000 box and it didn't help the specific problem I had.

In a Morris Minor gearbox, it once made a really unpleasant noise go away, so it can help - but a moggy box is quite a different beast.

I asked a Saab specialist about it and the best they said was "it won't do any harm" and "sometimes it might help".
 

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For what it's worth, I recently asked a gearbox reconditioner/repairer whether or not to use Molyslip and his response was that, over a period of time, it attacks the gearbox seals. I subsequently phoned the Molyslip people for a reaction and rather surprisingly, I thought, they didn't become indignant - merely said that they hadn't heard of that happening. Nor did they say it's the best thing since sliced bread and I should definitely get some stuck in there.
 

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Discussion Starter · #5 ·
Thanks guys for such a speedy response - went and got some Wynns gearbox additive. I'll let you know if it makes much difference - I'm off to the Midlands tomorrow for a meeting.
 

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Discussion Starter · #6 ·
Best laid plans.....

Found a socket that fits, but realised after some time looking, my wrench is in the boot of the 99T.. which happens to be locked up at Jamsaabs workshops.

Oh well, maybe next week.
 

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I'd be wary (Nay, even say it was a bad idea) of adding any friction reducer type additive to the gearbox.

The oil spec is critical for the correct functioning of the diff rings. Part of the oil spec ensures there is correct amount of drag to make sure they work properly. Alter it and you affect their working.
 

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It depends what addative you are using, I personally would rather use a better oil every time.

Here is a chemists view of some of them - Scary!

General Remarks on Chlorinated Additives.

A number of ‘add-on’ additives intended to improve the performance of commercially available automotive lubricants have been marketed in recent years, under such names as ‘Xxtralube ZX-1’, ‘Metol FX-1’, ‘PPL Anti-Friction’ and ‘Activ-8’.All such products share the following characteristics with ‘X-1R Friction Eliminator’:-

1)They all contain chlorinated paraffin ‘exteme pressure’(EP) compounds first used in the 1930s in heavily-loaded industrial gearboxes, and in some automotive transmission applications, mainly hypoid gears.

2)They all corrode copper-based alloys at moderate temperatures, easily exceeded in all engine, and most transmission applications.This problem was recognised in the 1930s, and chlorinated compounds were never used in transmissions with bronze bearings or gears. No responsible manufacturer ever suggested using them in engines where their increasing activity at high temperatures could lead to piston ring corrosion and bore glazing. (For the same reason, modern ‘hypoid’ additives are not used in engines, even though they are much safer than any chlorinated additive.)

3)X-1R Friction Eliminator and its clones are based upon very outdated technology, which was abandoned by responsible lubricant manufacturers for automotive transmission uses in the 1950s. Chlorinated compounds still find applications in metal working, but their use is on the decline because of health and safety considerations.

4)When burnt, chlorinated paraffins produce corrosive hydrochloric acid, and organo-chlorine compounds including the highly poisonous phosgene gas. Apart from these corrosion and health hazards, with petrol engines the deactivation of exhaust catalysts is also a problem.

5)Unfortunately, these additives give spectacular results in simple EP test machines such as the ‘Falex’. As a marketing ploy, a demonstration of this type looks impressive to those not aquainted with the above facts. Also attractive is the low cost of chlorinated compounds, allowing profits of several thousand percent to be made.

At the end of the day, it's your car and your money.

Cheers
Simon
 

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The only additive SAAB recommends to add to an auto transmission is LUBEGUARD (RED) ATF (see SAAB bulletin below). I think that SAAB engineers looked at all other products before recommending LUBEGUARD. I assume (maybe incorrectly) that their Gear Fluid Supplement for manual transmissions would also be as good as the ATF additive.


SAAB bulletin re additive
 

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hello,

All my 9K's are auto's so I can't comment on them, however on my 900's some turbo some not, 5speed boxes I put Mobil 1 10-30 in them. Seems to work, seems smoother too, but maybe it's all in my head? No additives added. Redundant? I think not... ha ha ha!
 

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Interesting article/link re lubegard.

I note the data sheet only states it stops an irritating squeek, which - in itself - has no detrimental effect, and nothing more.

I wonder if there is any value adding it to an autobox to improve longevity?
 

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Originally posted by Paul D:
[qb]I wonder if there is any value adding it to an autobox to improve longevity? [/qb][/b]
A quick google search shows that some people consider it to be a "snake oil" type product but then note that it can help unstick ATs

From what I gather its a general product and should stop noisy shifts, sticky changes etc and the "fact sheet" I found indicates this:
<ul type="square">
[*]Reduces operating temperature, allowing transmissions to perform more efficiently.
[*]Increases thermal & oxidative stability of ATF for stop & go driving, heavy loads & towing.
[*]Reduces transmission wear, extends fluid & transmission life.
[*]Maximizes over all transmission performance.
[*]Helps reduce comeback & warranty problems for shops & mechanics.
[*]Insures proper & smooth shifts.
[*]Prevents clutch chatter & torque converter shudder.
[*]Eliminates objectionable noise (squawks) during shifts.
[*]Keeps valves free. Frees stuck valves in valve bodies.
[*]Prevents hung governors.
[*]Modifies harsh shifts & makes them quicker in duration.
[*]Can be used with all ATFs: OEM, Synthetic or Mineral-Oil Based.
[*]Contains LXE (synthetic esters & synthetics).
[/list]
I'm certainly looking at trying it on my 123K mile autobox on the next change to see if it helps the problems I've got
 

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Discussion Starter · #14 ·
it looks like much of the 'concern' relates to autos. I was/am going to but in my manual gearbox.

The only reason I've delayed it so far is I cannot find my torque wrench to remove the filler plug
 

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There are several lubeguard products:

Lubegard Gear Fluid Supplement : For manual boxes

LUBEGARD M-V Automatic Transmission Fluid Supplement : Enhances Dexron/Mercon ATF to perform like a Mercon V type fluid.

Lubegard - ATF Protectant : which is the normal stuff people talk about

Lubegard Limited Slip Supplement : eliminates your differential chatter, reduces differential temperatures and extends clutch pack and equipment life.
 

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Indeed a fully synthetic ATF like this one may be the answer to better protection.

FUCHS TITAN ATF 5000 SL

Fully Synthetic, Heavy Duty ATF

Description
Fully synthetic, heavy duty Automatic Transmission Fluid (ATF) for extended fluid change intervals.
Conforms to all major transmission manufacturer’s
specifications.

Application
Recommended for automatic gear boxes, torque
converters, retarders, turbo-clutches, manual
gearboxes, hydraulic systems, power steering units,as well as other machinery designed to operate on ATF.

Specifications
TITAN ATF 5000 SL meets and/or surpasses the
following specifications and classifications:
•Voith G607 G1363
•Allison C4
•Ford Mercon
•General Motors Dexron IID / IIE
•Mercedes Benz (Sheet 236.8 approved)
•ZF TE-ML 09X (approved) 14C (approved) 16M (approved)
•Renk-Doromat Gearboxes (approved)

Advantages / Benefits
TITAN ATF 5000 SL offers the following advantages
and potential applications:

•Possible extension of fluid change intervals to 120,000km if gearbox manufacturer’s guidelines are observed.

•Absolute reliability even at high temperatures
such as encountered in retarders.

•Perfect gear shifting even at very low
temperatures.

•Less oil to dispose of and therefore lower
disposal costs due to the possible optimisation of fluid change intervals.

•Improved vehicle and machinery utilisation
because workshop down-time is reduced if
fewer fluid changes are made.

•TITAN ATF 5000 SL is fully miscible and
compatible with all conventional ATF’s. A
complete fluid change is recommended if all
the advantages of using TITAN ATF 5000 SL
are to be realised.

Hope this helps.

Cheers
Simon
 
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