ExxonMobil Fleet Brochure - Delvac Line

[buster]

http://www.mobildelvac.com/USA-English/Lubes/files/Mobil_Delvac_Fleet_Edge.pdf

Quote:
In addition, the brochure provides key data, with accompanying
graphics and detailed charts, that shows how Mobil Delvac's full range
of synthetic oils have performed in the most challenging OEM and
industry standard benchmark tests, such as Sequence IIIG Oxidation
Test, CEC L60-1 Thermal Oxidation Test, and Cummins ISB Wear Test.

 

[Johnny]

Nice piece of literature. Thanks buster.

 

[pickled]

That's a good one Buster. I like how Mobil also addresses fuel economy benefits of the engine oil...not just the gear lube and 50W in the trans. Delvac may have a higher up front cost, but it sure is a good performer!

 

[buster]

I wasn't aware there was a Delvac ATF

Quote:
Engineered from an advanced,
proprietary additive system, and an
optimized, fully synthetic base oil mix
containing SuperSyn (which is used in
our Mobil 1 formulations), Mobil Delvac
Synthetic ATF tackles some of the most
extreme conditions to extend drain
intervals compared to modern mineral
oil based ATF's, meeting the challenging
Allison's TES 295 specification as
demonstrated by the data obtained in
the extensive field trials carried out on
Mobil Delvac Synthetic ATF.

 

[pickled]

Yeah,

It came out a little while ago and offers another alternative to Castrol for Allison transmissions. Price point is still right up there.

 

[buster]

Looks like Delvac 1 5w40 has excellent wear control ability based on that Cummins ISB Wear Performance graph.

 

[pickled]

It is solid for sure. I wonder what the API lubricant they tested it against was? Probably super tech (LOL).

 

[Doug Hillary]

Hi,
I indicated I would attempt to supply test data from EM on the latest version of Delvac 1 - I also indicated I was frustrated in my attempt to make it public. Here it is and thank you Buster

I have been a long time user of the sythnetic gear lubricants, 75W-90 and SAE50, and can confirm from a user's perspective what is in the Brochure. I documented this in the Trucker's Forum a long time ago. I simply had a "no lubricant change" policy for transmission and final drive components when using these lubricants. This concerned Class 8 500hp vehicles, 18spd RR boxes and tandem drives. Gross Mass of 42000kgs - load cycle 97% loaded - high speed Interstate Refrigerated transport. 250kkms annually, average speed 50mph (all engine on time), engine idling time 8%. Vehicle changeout time was 4.5 years or 1.2m kms

Castrol gear lubricants (which I always rated as the best available prior to BP takeover) performed no better than the Delvac equivalents - they were run in tandem trials in my trucks

I have had my say enough on Delvac 1 5W-40 and published engine tear down data after 1m kms in support. If this is required again - please indicate

Thanks Buster

 

[D-Roc]

Hey Doug, which is the synthetic SAE 50 Synthetic Transmission fluid, IE- the specific name?

 

[Doug Hillary]

Hi,
D-Roc - It is/was called "Mobiltrans SHC" here in OZ and it has a host of Manufacturer Approvals (Meritor, Eaton, Mack etc)

My experience with these lubricants mirrored what Eaton had found during their field trials conducted during the early 1990s

I commenced using them around 1996

 

[pickled]

Hi D-Roc FWIW-Chevron Makes a good Delo Synthetic Transmission Fluid SAE 50 too. It works real well in class 8 applications and is a no-change type fluid meeting OEM specifications for extended drain. Most of the transmission rebuilds that I have seen while using this, or any fluid, were caused by driver abuse (i.e. routinely preselecting long before actually shifting...duh). High quality synthetic trans and differential fluids are an absolute no brainer for anyone looking to make money in the transportation industry.

 

[D-Roc]

Originally Posted By: Doug Hillary
Hi,
D-Roc - It is/was called "Mobiltrans SHC" here in OZ and it has a host of Manufacturer Approvals (Meritor, Eaton, Mack etc)

My experience with these lubricants mirrored what Eaton had found during their field trials conducted during the early 1990s

I commenced using them around 1996


Yeah, I was just wondering what it would be like in my six speed for my Dodge Cummins...oem spec is ATF4- which was terrible. Shift quality improved with Royal Purple Synchromax. I'm curious what that 50 weight transmission fluid would be like.

 

[Doug Hillary]

Hi,
D-Roc - The version I used was;
Mobiltrans SHC 50
Density = 0.87
Pour Point = -51C
Flash Point = 228C
Viscosity cSt@ 40C = 130
Viscosity cSt@ 100C = 17.5
Viscosity Index = 148

It is listed as being suitable for GL1, GL2, GL3, GL4 gear protection and APIs MT-1 and GL4

RR Transmissions are normally fed with a SAE50 mineral lubricant but some adventurous people use(d) SAE90 gear oil. My Clients and I never used the SAE90 lubricant

Shift quality using the synthetic SAE50 lubricant was greatly improved. This is especially so at both the cold and hot operational points

It was typical to re-race a RR box about every 300k kms and for selecter issues to appear at about the same point. This was never the case with the synthetic SAE50 lubricant. I never had to take action with either - and seal life was deemed to be "first life to rebuild". I never had any leaking seals

pickles - A prime cause of selector issues is for the Driver to constantly "rest" a hand on the gear lever. The multiplier affect of this puts a constant load on the selector mechanisms

 

[pickled]

Thanks Doug! Until I can figure out a way to electrify the shifter, without fear of legal action against the company, when someone shouldn't be taking action/resting there it's going to be rough for my fleet clients to police that one . Seriously though we only see selectors failing around 600k miles in most of my client vehicles and it usually is due to Darwin type driving. About 3 months ago I saw the remnants of a Cummins ISM piston laying in an oil pan due to 4 HOURS of overspeed/over-rev in the past 5,000 miles! Some people need to learn to drive the mountain descents better. Thanks again Doug.

 

[Doug Hillary]

Hi,
pickled - Yes, Driver education is a worry! New Drivers were induction trained and then policed on the road by my Senior Drivers

The biggest issue is correct use of the clutch (half deflection to preserve the clutch brake) and no clutcless shifting. That was an instant dismissal "offence" if noticed

I believe the use of synthetic transmission lubricants greatly masked some poor driving practices. Though, I must admit, used oil analysis never showed any excessive wear metal trails!

The use of engine brakes at low engine speeds was also a no no offence in my Fleet! Programming to de-active below 1200rpm was the answer. Studying ECM data is a wonderful tell tale
exercise especially for over revving

Well - we have many similar experiences - poor driving practices is a WW thing!

 

[pickled]

Absolutely my friend! I'm a big fan of the verification practice of set frequency ECM scans and driver tracking logs that promote "ownership". FWIW GPS has cut down on the number of conjugal visits during long hauls of time/temperature sensitive items across the US. Sorry for the off topic mods. I once had a customer that contracted hauls of juice concentrates from Oregon to Michigan and their spoilage failure rate due to "unknown causes" was 4%. I got involved and we put temperature data logging under the tank hatch and motion data logging on the drive shaft of their vehicles (unknown to the drivers). We found that a single driver was responsible for about $150,000 US in product claims because he had a "friend with benefits" in Medford. He would pick up the load and then drive an hour and a half to Medford where 4 hours of down time were taken at 100F (doing gosh knows what) then the trip would begin!! This person was well compensated too...some people just don't get it.

 

[MGregoir]

The Mobiltrans SHC 50 seems to mirror what is sold as Delvac Synthetic Transmission Fluid 50 in Canada.

 

[Extreme-Duty]

Hey Doug,

Your experience with Delvac 1 is valuable! I need to ask you about your statement about my used oil analysis with Delvac 1 being a 30-weight.

"As for viscosity - Delvac 1 5W-40 had a shift in viscosities during the two versions you are using"

Mixing the CH-4 and the CI-4+ formula has caused that viscosity loss?

Are they using different VII systems, that do not work well together?

Disappointing. Back when XOM had serious facilities in Hamburg, I spoke with one of their engineers, he said that mixing D1 CH-4 and CI-4 would cause NO problems at all.

Also, I have been thinking a lot about the 0.84% glycol, what if it is an additive showing up in the IR test?

Couldn't it be that the Delvac 1 sold Europe is slightly different from the one in Australia/USA?

Do you recall the specifications/approvals of the CH-4 version, did it include ACEA E4, MB228.5, MAN3277, RVI RXD and MTU Type 3 in Australia and the US as well?

Is there a more reliable glycol test for my next used oil analysis, like this ASTM2982 titration?

Regards,

ED.

 

[Doug Hillary]

Hi,
Extreme-Duty - The viscosity characteristics of Delvac 1 5W-40 changed between the two formulations. It was a "transparent" change with both versions being entirely compatible

As follows:

CH-4/SJ Version = E3,E4,E5,B4,MB228.5,VDS1,VDS2, RVI RXD, MAN3277 and Mack,Cummins etc
Den = 0.87
PP = -54C
FP = 240C
Vis 40C = 93
Vis 100 = 15
HTHS Vis = 4.1
VI = 167
SA = 1.3
TBN = 11

CI-4/SL Version = E3,E4,E5, VDS2,VDS3,DDC7SE270,Cummins,Mack (This version may not have MB228.5 Approval)
Den = 0.854
PP = -45C
FP = 226C
Vis 40C = 102
Vis 100C = 14.8
HTHS Vis = 4.1
VI = 151
SA = 1.35
TBN = 12

The change in viscosities can make a difference in analysis if the Technician is unaware of the respective condemnation limits. This did cause some confusion here in OZ

Only minor variances are possible with the Delvac 1 5W-40 formulation - the Approvals will tell a little of that the story (see above re MB228.5)

I would test for Glycol as previously suggested in the used oil analysis Forum comments

This product is a "WW - universal" product and its Approvals tell the story in the realm of Commercial lubricants. I have used it with great success in many engine families - petrol & diesel - from Japan, Korea and Europe along with NA

 

[Extreme-Duty]

Thanks for clarifying, Doug!

All Delvac 1 containers we ever purchased said MB228.5! Btw, I just thought they could cheat a little in Europe, a question of integrity. The Australian Delvac 1 is imported from the US, right?

Correct me if I am wrong, Delvac 1 ESP is unable to meet MB228.5, as this spec. is currently based on ACEA E4-07, which demands a TBN of 12 or higher. It would take a detergent/dispersant system with a different TBN/ash ratio to get it there, but that would bring up some other disadvantages.

Isn't that the first time that two HDEO specifications are virtually mutually exclusive?

ED