Hyd. Oil - Ford 134 vs. 15w-40

HighSierra86

New User
I will start by apologizing for even bringing this topic up again. I have been reading for the last few days on multiple forums about the topic of which oil to use in the N-Series/Ferguson trans, hydraulics, and rear end. Yet I still have some unanswered questions...

For years we have used Ford 134 oil (technically using the NAPA brand 85-405) in all our N-series tractors. A while back I had done some hyd system repair to our 2N and tried to use the 90W GL1 straight mineral oil from NAPA (65-205). I understand it may work in some areas of the world but it was wayyy to thick in my opinion. Just filling the tractor was a seemingly never ending project waiting for it to leave the pail and then settle into each sump. The winter performance is painfully slow, and sometimes I have to sit with my foot on the clutch until the engine warms up enough to even churn it over in the rear.

I just finished rear axle seals in a TO30 and I am curious about trying the 15w-40 engine oil. I know I can use the 134 as it is yellow metal safe, however I am wondering if the 15w-40 would be better suited for the worn internals.

My question is this....For the guys running 15w-40 in place of the UTF or GL1, what oil are you using?? A lot of the threads I read mentioned low or non detergent 15w-40 formulated for gasoline engines only. Why? I cant say I have seen anything like that in the states. Most of the threads were also over 10 years old and I know the diesel oil formulas have changed since then. I have a 55gal drum of Rotella 15w-40 T3 that I would love to use if possible.

So before I get into a hurry and dump the UTF in...anyone have some newer info to share on their experiences?

Thank you,
Nick
 
There is a big difference between engine oil ( 15w40) and the oil used in your hydraulics (80/90w or UTF). For one thing, the viscosity uses a different measuring system. 40w engine oil doe not have the same viscosity as 40w hydraulic oil. For another, they have totally different applications. Anyone using engine oil in their hydraulics is making a mistake. Ford now recommends using UTF in the hydraulics for the very reason you mention.

Plenty of folks around here can give you a lot better technical explanation of the differences and appropriate applications than I can.
75 Tips
 
(quoted from post at 17:39:49 02/08/20) I will start by apologizing for even bringing this topic up again. I have been reading for the last few days on multiple forums about the topic of which oil to use in the N-Series/Ferguson trans, hydraulics, and rear end. Yet I still have some unanswered questions...

For years we have used Ford 134 oil (technically using the NAPA brand 85-405) in all our N-series tractors. A while back I had done some hyd system repair to our 2N and tried to use the 90W GL1 straight mineral oil from NAPA (65-205). I understand it may work in some areas of the world but it was wayyy to thick in my opinion. Just filling the tractor was a seemingly never ending project waiting for it to leave the pail and then settle into each sump. The winter performance is painfully slow, and sometimes I have to sit with my foot on the clutch until the engine warms up enough to even churn it over in the rear.

I just finished rear axle seals in a TO30 and I am curious about trying the 15w-40 engine oil. I know I can use the 134 as it is yellow metal safe, however I am wondering if the 15w-40 would be better suited for the worn internals.

My question is this....For the guys running 15w-40 in place of the UTF or GL1, what oil are you using?? A lot of the threads I read mentioned low or non detergent 15w-40 formulated for gasoline engines only. Why? I cant say I have seen anything like that in the states. Most of the threads were also over 10 years old and I know the diesel oil formulas have changed since then. I have a 55gal drum of Rotella 15w-40 T3 that I would love to use if possible.

So before I get into a hurry and dump the UTF in...anyone have some newer info to share on their experiences?

Thank you,
Nick

The viscosities are similar but the additive packages are vastly different. The 134 is a gear oil with a robust extreme pressure (EP) additive package for protecting spiral bevel gears (GL4). The engine oil will have none of those additives (GL1) but will be loaded with additives that are I'll suited to a drive axle (engine detergents). I can see no upside to the engine oil and a large downside.

TOH
 

I have ran GL1 its like you say not to my liking and 134D ford spec oil which worked well. I also have used 80/90 for 30 are so years with no ell effects.. 80/90 will tame it down quite a bit, now as for use in euro P.O.S. so called sport-scars I could not tell ya I would not touch one with a 10 ft stick... We already know that cheapen down on the brass as they did with everything else they used on'em...
 
FWIW & FYI: CNH (formerly Ford) does not make the 134D hydraulic oil anymore. It is all the synthetic stuff used in the newer Boomer models. Many use this stuff:

NAPA SAE 90 GL1 OIL:
IQXA6Mch.jpg

TSC BRAND SAE 90 GL1 OIL:
Tl4QOoeh.jpg


Archived info from TOH:

M-4864-A - Mild EP SAE 80 gear oil
M-4864-B - Mild EP SAE 90 gear oil
M-4864-D - Ford loader oil - properties not specified

The M-4864-D oil was a loader oil and as was common in that era likely contained sulferized Sperm whale oil as an EP component. As the Ford chart shows it could be used to thin M-4864-A (SAE 80) in the hydraulics of the NAA and Hundred series in cold weather. So we can safely deduce it's viscosity was lower than SAE 80 gear oil. Exactly how much less is a harder question. Viscosity grades for gear oils are defined at 100?C and modern hydraulic oils are defined at 40?C so a direct comparison is difficult. But assuming a typical viscosity index of 95 for a 50's era SAE 80 gear oil (M-4864-A) we can compute an operational viscosity of roughly 70 cSt @ 40?C. That corresponds to an ISO VG 68 hydraulic oil. Hence my suggestion of an ISO VG 46 oil as an equivalent for the thinner M-4864-D.

Tim Daley(MI)
 
Recently flushed out the hydraulic system on my 1947 Ford 2N and I re-filled it with Shell Rotella 10w-30 gear oil from TSC. It's difficult to get the full specs on this fluid (TSC doesn't do a good job on posting specs) but it is GL-4 rated and on the side of the pail you will find that it is designed for use in older Ford tractors. Shell website also confirms the suggested use.

I couldn't believe the difference in how smooth the lift was and the overall performance was way better. Driveline was quieter as well so in the end it was a great choice. I would recommend this to anyone with an older Ford tractor and I kicked myself for not getting this sooner.

Other oils at TSC were either in 2 gallon jugs or had to be ordered on-line. Rotella is in stock and you only buy what you need.
Shell Rotella at TSC
 
(quoted from post at 11:24:53 02/09/20) Recently flushed out the hydraulic system on my 1947 Ford 2N and I re-filled it with Shell Rotella 10w-30 gear oil from TSC. It's difficult to get the full specs on this fluid (TSC doesn't do a good job on posting specs) but it is GL-4 rated and on the side of the pail you will find that it is designed for use in older Ford tractors. Shell website also confirms the suggested use.

I couldn't believe the difference in how smooth the lift was and the overall performance was way better. Driveline was quieter as well so in the end it was a great choice. I would recommend this to anyone with an older Ford tractor and I kicked myself for not getting this sooner.

Other oils at TSC were either in 2 gallon jugs or had to be ordered on-line. Rotella is in stock and you only buy what you need.
Shell Rotella at TSC

Here is a link to the Shell technical data sheet for that oil.

Shell Rotella HD TDS

It is an industry standard premium universal tractor transmission fluid (UTTF) similar to the TSC house brand (Traveller Premium tractor transmission fluid). It is just one of many OEM branded equivalents for the Ford branded M2C-134D product.

TOH
 
(quoted from post at 11:24:53 02/09/20) Recently flushed out the hydraulic system on my 1947 Ford 2N and I re-filled it with Shell Rotella 10w-30 gear oil from TSC. It's difficult to get the full specs on this fluid (TSC doesn't do a good job on posting specs) but it is GL-4 rated and on the side of the pail you will find that it is designed for use in older Ford tractors. Shell website also confirms the suggested use.

I couldn't believe the difference in how smooth the lift was and the overall performance was way better. Driveline was quieter as well so in the end it was a great choice. I would recommend this to anyone with an older Ford tractor and I kicked myself for not getting this sooner.

Other oils at TSC were either in 2 gallon jugs or had to be ordered on-line. Rotella is in stock and you only buy what you need.
Shell Rotella at TSC

I posted a response to this which is only showing in classic view. I am not going to fight another battle with the brain dead content filters - if you are not seeing it and are interested switch views to read it.

TOH
 

Here is a link to the Shell technical data sheet for that oil.

Shell Rotella HD TDS

It is an industry standard premium universal tractor transmission fluid (UTTF) similar to the TSC house brand (Traveller Premium tractor transmission fluid). It is just one of many OEM branded equivalents for the Ford branded M2C-134D product.

TOH
 
My 8N has had 90 wt mineral oil in it since new. Those gears need a thicker oil for cushioning.
One time I put 134 in it for a short time and it leaked out some.
Went back to 90 wt and it quit leaking.
Richard in NW SC
 
(quoted from post at 12:44:24 02/09/20) My 8N has had 90 wt mineral oil in it since new. [b:7b46357ba4] Those gears need a thicker oil for cushioning.[/b:7b46357ba4]
One time I put 134 in it for a short time and it leaked out some.
Went back to 90 wt and it quit leaking.
Richard in NW SC


A common misconception. Thicker oil alone doesn't cut it when it comes to preventing gear wear. A century plus of research and controlled testing have shown that quite clearly.

The high contact pressures present in spiral bevel and hypoid differential gears (and to a lesser extent in other gearing) cannot be supported by oil viscosity alone and the teeth are [b:7b46357ba4] always [/b:7b46357ba4] forced into direct metal to metal contact. This is called the boundary lubrication regime by lubrication scientists and engineers. Under the high temperature and pressure conditions produced in boundary conditions EP anti-wear additives react with the metal surfaces and create a protective layer of sacrificial chemical compounds between the teeth. That prevents welding and galling of the sliding surfaces which destroys the base metals - e.g gear wear.

A grade 90 GL1 oil will not pass the API wear tests that a grade 80 GL4 gear oil sails through. The difference is the additives in the lighter oil. Using a grade 90 GL1 oil may stop your leaks but it is not giving you better wear protection. Just the opposite which is why Ford specified a mild EP gear oil from the git go.

TOH
 
(quoted from post at 09:44:24 02/09/20) My 8N has had 90 wt mineral oil in it since new. Those gears need a thicker oil for cushioning.
One time I put 134 in it for a short time and it leaked out some.
Went back to 90 wt and it quit leaking.
Richard in NW SC

Try starting your N when it is 0 oF and you need to plow snow using 90W.

IF, you get it started hydraulics will be slow as a turtle.

BTW, I plow snow with my 9N. It starts with OEM 6V +ground electrics.

I use the yellow metal friendly hyd. oil.
 
I use Traveller UTF in my 9N. I run a snowblower in temps below 0 at times. The hydraulics work immediately with no need to warm up.
 
(quoted from post at 09:15:17 02/09/20)
Here is a link to the Shell technical data sheet for that oil.

Shell Rotella HD TDS

It is an industry standard premium universal tractor transmission fluid (UTTF) similar to the TSC house brand (Traveller Premium tractor transmission fluid). It is just one of many OEM branded equivalents for the Ford branded M2C-134D product.

TOH

First off, thank you for all the feedback from everyone.

Does anyone know the approximate weight ratings for the Ford 134 oil (or a compatible UTF)? Using the above Rotella UTF as a comparable product, is it safe to assume the 134 would be rated as a 10w-30 [b:08955937c9]gear[/b:08955937c9] oil also? I was always under the assumption the 134 was closer to a 60w gear oil. It is obviously much thinner than the 90W GL1, I just never thought it was that much thinner.

Oil thick enough to help worn hydraulic components and leaky seals, yet thin enough to provide quicker winter operation of the hydraulics is what I'm after here. This was why the 15w-40 engine oil topic caught my attention. I'm not sure how the engine oil weight rating would compare to a gear/hyd oil rating for starters. But I guess the bigger question is if it even contains all the additives necessary to keep everything properly lubricated. Just because people are using it doesn't mean its correct.

Thank you for the continued comments on the subject..
 
? Does anyone know the approximate weight ratings for the Ford 134 oil (or a compatible UTF)??

Here you go:

https://www.mobilehydraulictips.com/viscosity-versus-viscosity-index/

? But I guess the bigger question is if it even contains all the additives necessary to keep everything properly lubricated.?

No.

That?s already been answered below by The Old Hokie:


? The 134 is a gear oil with a robust extreme pressure (EP) additive package for protecting spiral bevel gears (GL4). The engine oil will have none of those additives (GL1) but will be loaded with additives that are I'll suited to a drive axle (engine detergents). I can see no upside to the engine oil and a large downside.?
75 Tips
 
mvphoto49072.png


After a bit more research on the web, I came across this chart answering some of my questions.

Looking at the chart, I am going to make the assumption that the Rotella UTF mentioned earlier is using the SAE [b:19afff2305]engine oil[/b:19afff2305] rating system in calling it a 10w-30 which would compare to apx. a 70W-85 gear oil.

More research into the engine oil used as hyd. oil debate from machinerylubrication.com:

"(engine oil) detergents and dispersants can cause the fluid to emulsify any water that is present, rather than shedding water as you would want in a standard hydraulic system. The water is kept in suspension, which can cause a reduction in both lubricity and filterability, leading to the potential for corrosion and cavitation."

Given the above information, I think I am going to stick with my using of the Ford 134 or a compatible UTF such as the Rotalla mentioned above. Cheaper than what I have been paying for NAPA's UTF also!

-Nick
 
How often do you run your tractor and how often is it started and run in cold weather? I used the NH AMBRA 134D hydraulic oil until it was discontinued by CNH and I've used the TSC SAE 90 GL1 and now use the NAPA SAE 90 GL1 year round, in Michigan where we have cold weather 9 months out of the year, 4 of those in sub freezing temps. ALL my N's never gave me any problems and were stored outside for a while at times. You start the tractor, let it warm up before you even think about moving it or engaging the PTO. It's going to perform just fine once warm no matter what oil you use in my opinion.


Tim *PloughNman* Daley(MI)
 
FWIW,
The guys on the Ford Board, some of them
with 80,120 and 150 horsepower tractors
have been running a generic 134D oil in
them for tens of 1000s of hours - in hot
climates and cold country with good
results.
I'd say that's a pretty good testament to
its effectiveness.
Another nice thing about 134D is you can
use it everywhere - transmissions - both
crash box and power shifts, rear ends,
hydraulically operated PTOs, loader
hydraulics and power steering. One jug or
pail to keep on hand for topping off
everything but the engine.
 
Tim,
CNH still sells their Ambra Multi G 134 oil.
There was a whole pallet of 5 gal pails in the showroom when I was at the dealer about a month ago.
It's a bit pricey but they do sell it.
I just buy the generic stuff at Fleet Farm.
Look for 134D on the label.
Click here
 
(quoted from post at 10:39:00 02/10/20)
mvphoto49072.png


After a bit more research on the web, I came across this chart answering some of my questions.

Looking at the chart, I am going to make the assumption that the Rotella UTF mentioned earlier is using the SAE [b:889d5b0353]engine oil[/b:889d5b0353] rating system in calling it a 10w-30 which would compare to apx. a 70W-85 gear oil.

More research into the engine oil used as hyd. oil debate from machinerylubrication.com:

"(engine oil) detergents and dispersants can cause the fluid to emulsify any water that is present, rather than shedding water as you would want in a standard hydraulic system. The water is kept in suspension, which can cause a reduction in both lubricity and filterability, leading to the potential for corrosion and cavitation."

Given the above information, I think I am going to stick with my using of the Ford 134 or a compatible UTF such as the Rotalla mentioned above. Cheaper than what I have been paying for NAPA's UTF also!

-Nick

I would call that a wise decision. To answer your M2C-134D question per the OEM the viscosity specifications for New Holland Ambra MultiG 134D are:

60cSt @ 40C136
9,4 cSt @ 100C
Viscosity Index = 136

The chart you found is of limited use. If you want to educate yourself on the viscosity grading systems study these two charts:

SAE J300 - Engine Oil Viscosity Standards
SAE J306 - Automotive Gear Oil Viscosity Standards

That puts Multi-G viscosity on the upper end of SAE 80 gear oil and on the lower end of SAE 30 engine oil which makes most peoples heads spin. Hydraulic oils use a third viscosity standard authored by ISO. It is a lot more intuitive - the grade number is simply the kinematic viscosity of the oil (in cSt) when measured at 40C. The grading system allows a margin of +/- 10% from the mid-point which puts Multi-G on the bottom end of an ISO 68 hydraulic oil. By hydraulic oil standards that would be a medium to heavy oil for mobile equipment like farm tractors.

To really understand these numbers, the standards, and the charts you also need to understand viscosity index and how oil viscosity changes with temperature. Not all oils behave the same and the differences can be dramatic. Here is a graph of the viscosity curves for Ambra Multi-G, a generic SAE 10W30, a generic SAE 15W40, and a generic SAE 90 oil. As you can see the Multi-G curve is almost identical to an SAE 10W30 engine oil. Yet viscosity wise it is on the high end of an SAE 80 gear oil and provides GL4 level anti-wear performance. Sometimes you really can have your cake and eat it too.

HTH,

TOH

AMBRA_Multi-g.jpg
 
(quoted from post at 08:38:16 02/10/20)

I would call that a wise decision. To answer your M2C-134D question per the OEM the viscosity specifications for New Holland Ambra MultiG 134D are:

60cSt @ 40C136
9,4 cSt @ 100C
Viscosity Index = 136

The chart you found is of limited use. If you want to educate yourself on the viscosity grading systems study these two charts:

SAE J300 - Engine Oil Viscosity Standards
SAE J306 - Automotive Gear Oil Viscosity Standards

That puts Multi-G viscosity on the upper end of SAE 80 gear oil and on the lower end of SAE 30 engine oil which makes most peoples heads spin. Hydraulic oils use a third viscosity standard authored by ISO. It is a lot more intuitive - the grade number is simply the kinematic viscosity of the oil (in cSt) when measured at 40C. The grading system allows a margin of +/- 10% from the mid-point which puts Multi-G on the bottom end of an ISO 68 hydraulic oil. By hydraulic oil standards that would be a medium to heavy oil for mobile equipment like farm tractors.

To really understand these numbers, the standards, and the charts you also need to understand viscosity index and how oil viscosity changes with temperature. Not all oils behave the same and the differences can be dramatic. Here is a graph of the viscosity curves for Ambra Multi-G, a generic SAE 10W30, a generic SAE 15W40, and a generic SAE 90 oil. As you can see the Multi-G curve is almost identical to an SAE 10W30 engine oil. Yet viscosity wise it is on the high end of an SAE 80 gear oil and provides GL4 level anti-wear performance. Sometimes you really can have your cake and eat it too.

HTH,

TOH

TOH,

I appreciate the response and clarifications. I know the oil topic can get way over my head quick. There is a lot more to it than I think most people realize. I try not to overthink things too much, especially with very tolerant 70+ year old farm equipment. However, I want these tractors to be around another 70 years, and in good working order!

I may even run the GL1 in our summer use only tractors and the UTF in the all-season or winter rigs. Either way I can now rest easier dumping that pail of research and technology into our fleet of N's.

Thank you all,
Nick
 
(quoted from post at 17:26:57 02/10/20)
(quoted from post at 08:38:16 02/10/20)

I would call that a wise decision. To answer your M2C-134D question per the OEM the viscosity specifications for New Holland Ambra MultiG 134D are:

60cSt @ 40C136
9,4 cSt @ 100C
Viscosity Index = 136

The chart you found is of limited use. If you want to educate yourself on the viscosity grading systems study these two charts:

SAE J300 - Engine Oil Viscosity Standards
SAE J306 - Automotive Gear Oil Viscosity Standards

That puts Multi-G viscosity on the upper end of SAE 80 gear oil and on the lower end of SAE 30 engine oil which makes most peoples heads spin. Hydraulic oils use a third viscosity standard authored by ISO. It is a lot more intuitive - the grade number is simply the kinematic viscosity of the oil (in cSt) when measured at 40C. The grading system allows a margin of +/- 10% from the mid-point which puts Multi-G on the bottom end of an ISO 68 hydraulic oil. By hydraulic oil standards that would be a medium to heavy oil for mobile equipment like farm tractors.

To really understand these numbers, the standards, and the charts you also need to understand viscosity index and how oil viscosity changes with temperature. Not all oils behave the same and the differences can be dramatic. Here is a graph of the viscosity curves for Ambra Multi-G, a generic SAE 10W30, a generic SAE 15W40, and a generic SAE 90 oil. As you can see the Multi-G curve is almost identical to an SAE 10W30 engine oil. Yet viscosity wise it is on the high end of an SAE 80 gear oil and provides GL4 level anti-wear performance. Sometimes you really can have your cake and eat it too.

HTH,

TOH

TOH,

I appreciate the response and clarifications. I know the oil topic can get way over my head quick. There is a lot more to it than I think most people realize. I try not to overthink things too much, especially with very tolerant 70+ year old farm equipment. However, I want these tractors to be around another 70 years, and in good working order!

I may even run the GL1 in our summer use only tractors and the UTF in the all-season or winter rigs. Either way I can now rest easier dumping that pail of research and technology into our fleet of N's.

Thank you all,
Nick

If you want a grade 90 oil I would suggest SAE 80W90 which has better cold weather properties and a very robust (GL5) EP package.

TOH
 
Must be left over stock as my CNH dealer told me no longer made a few years ago. I know they still label it AMBRA but it is the newer synthetic stuff

TPD
 
(quoted from post at 07:59:11 02/11/20) Must be left over stock as my CNH dealer told me no longer made a few years ago. I know they still label it AMBRA but it is the newer synthetic stuff

TPD

Other than the label which say CNH on it and the hefty price there is nothing special about Ambra MultiG 134. It is an ordinary industry standard UTTO blended for New Holland by Viscosity Oil Company. Their website indicates they are still making it and some dealers are still packaging and selling it. From the looks of the label my guess is they are buying in bulk from Viscosity and putting it in their own 5 gallon pails.

$83/pail @ Messicks

For use in a 60-80 year old Ford tractor any of the generic brands will be indistinguishable at half the price.

TOH
 
HiYa Dogman-
I went to the NH web site -see LINK - and they do not have the 134D oil listed. I called my local CNH dealer yesterday and he said that grade is no longer available. Your link is for MESSICKS, a tractor yard and parts supplier and may or may not be a CNH dealer. The price on it is listed at $83 and that is only for a 2.5 GAL jug. Years ago I went to Messicks to look for vintage Dearborn equipment and couldn't believe their prices; they were way overpriced and that 20 years ago. I suspect they have a NOS supply they are selling. The last time I bought some AMBRA 134D oil it was $55 for a 2.5 gallon jug. That's when I looked elsewhere and started buying the Traveller stuff but switched to the NAPA oil about 5 years ago. My local NAPA dealer
says he has 50 jugs in stock and is listed at $70 and that is for a 5 GAL pail.


Tim Daley(MI)
NH LUBRICANTS
 
(quoted from post at 09:53:16 02/12/20) HiYa Dogman-
I went to the NH web site -see LINK - and they do not have the 134D oil listed. I called my local CNH dealer yesterday and he said that grade is no longer available. Your link is for MESSICKS, a tractor yard and parts supplier and may or may not be a CNH dealer. The price on it is listed at $83 and that is only for a 2.5 GAL jug. Years ago I went to Messicks to look for vintage Dearborn equipment and couldn't believe their prices; they were way overpriced and that 20 years ago. I suspect they have a NOS supply they are selling. The last time I bought some AMBRA 134D oil it was $55 for a 2.5 gallon jug. That's when I looked elsewhere and started buying the Traveller stuff but switched to the NAPA oil about 5 years ago. My local NAPA dealer
says he has 50 jugs in stock and is listed at $70 and that is for a 5 GAL pail.


Tim Daley(MI)
NH LUBRICANTS

"Dogman" did not provide the link to Messick's - I did. Messick's is a full service Case IH, Case New Holland, and Kubota dealership with three locations in eastern PA and have been in business since 1952. Like all tractor dealerships their prices are high but they provide good quick parts delivery to me and I buy a lot of new genuine OEM Kubota parts from them. The link I posted is for a [b:4efc25cf2e][u:4efc25cf2e]5 gallon[/u:4efc25cf2e][/b:4efc25cf2e] pail of "Ambra Multi-G 134" and the label clearly says "packaged by Messicks".

The Ambra Multi-G 134 product at Messick's is clearly not NOS and appears to be something Messick's is providing for customers that do not want to switch to the new Mastertran Ultraction formulation. Viscosity Oil Company is the blender supplying ALL of the CNH branded oils and has been for many years. According to their website they are still making the old MultiG formulation. How Messick's is getting the oil is anybody's guess but they are clearly still selling something as CNH part number 9624451. As for CNH online parts, if you go to the parts store and enter that part number it comes up as Ambra MultiG 134. Now select Messicks as your dealer and it shows up as available for purchase at $83.10 per 5 gallon pail. I'd say that is rather definitive proof that it is still available from some dealers.

As I have said here repeatedly - for use in old Ford tractors any premium UTTO will give you the same performance as CNH's MultiG at half the cost. Traveler Premium Tractor Transmission Fluid sold by TSC is just one of many such fluids.

The Traveler Ford Tractor Transmission oil you are buying at TSC and continue to conflate with Ambra MultiG is not an equivalent lubricant. It is an ordinary SAE 90 GL1 gear oil with vastly different physical and chemical properties and the only thing "Ford" specific about it is the marketing hype on the label. It will not give you anything close to the same performance as CNH's MultiG 134 in any tractor.

TOH

Messicks_134D.jpg
 
Actually,
I did post a link to the Ambra oil, at
Messicks.
For some reason I don't see the post on
Modern View.
Here is the same stuff, at Timmer
Implement.
Have an online account at CNH and Timmer
as my preferred dealer.
I usually go to Messicks to look up parts
#s and check prices then call Timmers
with the number and order. I ask them to
put my order in with their twice-weekly
"house order" so don't have to pay
shipping. PU the parts when I can.
BTW, Timmer usually beats Messicks prices
by 5-10%. They're out in the boonies so
maybe lower overhead.
Btw, as I stated in that missing post, I
don't buy Ambra. I get 134D rated generic
at Fleet Farm for about $45/pail.
Ambra at Timmer Implement
 
(quoted from post at 22:07:50 02/12/20) Fleet Farm has cheap stuff ($36.99 for 5 gallons), expensive stuff ($58.99 for 5 gallons), and even more expensive stuff ($69.99 for 5 gallons).

Fleet Farm's web site is terrible though. Don't expect to find out anything other than price for a product. And I don't know how accurate their pricing is on the web site.

The Shell Rotella and Mobil Delvac are mainstream UTTO's with physical and chemical properties similar to CNH Ambra MultiG. In other words a multigrade xxW80 gear oil with viscosity around 10cSt @ 100C, a VI around 140, API GL4 service category, and friction modifiers suitable for use with wet brakes and clutches. Product data sheets for them can be found on the Shell and Mobil websites.

The house brand is a mystery fluid but the description says physical properties conform to J20C (John Deere HyGard) which is another industry standard UTTO. Based simply on price the additive package is probably a little less robust than the Shell and Mobil products and more on par with the Traveler house brand from TSC or one of the Walmart offerings.

They should all perform interchangeably in a Ford N series, NAA, or Hundred series tractor. In those applications not much if any bang for the extra bucks.

TOH
 

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