I would be more concerned with mixing brands than whose name is on the bottle. If an oil is marketed as meeting specifications, then it must meet those specifications or the marketer can be in for some really big fines and liability. My biggest concern is mixing brands in an engine. Each oil is formulated with the basic lubricant and then additives are put in. Some are for friction modification, others for things like anti-foaming, anti-corrosion, and the like. Especially with name brand oils, these additives are proprietary - as in corporate secrets. I see the possibility of getting an adverse reaction between additives from different brands that could result in engine damage.
Transmission oil has become specific to the transmission that it will be used in. There must be 10 or more different fluids now for the different transmissions. Back in the old days, there were only 2 different fluids - type A and type F. Ford transmissions took type F and all the rest took type A. The reason was the composition of the clutch and band friction linings. Using the wrong oil would result in slippage, harsh shifting, or early failure. Now, as each manufacturer evolves and refines their transmissions, they are calling for specific characteristics in the fluids they use. Those specs to not necessarily agree from manufacturer to manufacturer. The days of one or two fluids covering the majority of applications is over with.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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