LUBRICANT SELECTION
REPRINT FROM MACHINERY LUBRICATION
NOVEMBER - DECEMBER 2006
Off-road Powershift
Transmissions
It’s All About Power
BY DAVID MCCAUGHEY, THE LUBRIZOL CORPORATION
W
hat’s the first image that comes to mind
when you think about off-road equip-
ment? How about tremendous power to move
dirt, gravel or stone; or the ability to haul larger,
heavier loads at higher speeds on steeper
inclines. Add in longer equipment life, less
maintenance and lower overall cost and this is
the basis of what owners and fleet managers
want their off-road equipment to deliver.
This is quite a change from the off-road
equipment available just 20 years ago. As
engine power continues to increase with each
successive model (typically at least five percent
more in horsepower and torque), the result is a
greater load on the transmission, differential
and final drive. These higher loads and speeds
increase the overall power density in the drive-
line and raise oil sump temperatures. The
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challenges in developing equipment are being
met through major advances in heat treating,
surface finishing, geometry and metallurgy.
However, sophisticated hardware and manufac-
turing techniques also need to be matched with
advanced fluid technologies to gain maximum
benefit from today’s advanced final drive
components and powershift transmissions.
Lubricating Yesterday’s
Powershift Transmissions
The original lubricant of choice for many
older transmissions was engine oil, which
performed multiple functions in the engine and
drivetrain. Although convenient, using the
same lubricant in both compartments is usually
not the best choice. Its use can result in too
much compromise, particularly as transmissions
become more sophisticated, nonmetallic fric-
tion materials are used in clutches and brakes,
and major changes have occurred in the compo-
sition of engine oils.
For example, compared to specialty oils, engine
oils may not perform as well in wear performance
because of reduced phosphorus and sulfated ash,
or in friction stability due to an imbalance of
detergents and dispersants. The dispersants
used in new-generation engine oils may interact
poorly with seals. Why? Because fundamentally,
engine oil technology is driven by the needs of
advanced engine designs; and the performance in
the transmission or final drive is an afterthought
at best. Dedicated off-road driveline lubricants,
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on the other hand, offer specific design features
that are driven by the needs of the transmission
and final drive.
If engine oils were used in the transmissions
and final drives of today’s equipment, the
engineered limits would not meet the needed
performance levels. Engine oils would likely
allow clutch slippage and higher temperatures
resulting in pump wear, reduced shift
response and increased maintenance. The
absence of the needed frictional properties in
the fluid could result in vibration and noise
in wet brakes. Also the oil might attack
nonmetallic components, creating leaky seals,
gear wear and damage. For example, the fluid
could cause the elastomer materials to turn
brittle – an undesirable result.
State-of-the-Art Powershift
Transmission Fluids
As it became clear that the use of engine oil
in transmissions and final drives in newer
equipment was a poor choice, the lubricant
industry had to rethink how fluid would
interact with powershift transmissions and final
drive components. Therefore, dedicated drive-
train oils were developed and the results were
dramatic. For instance, these oils allow for
rapid, frequent shifting without power loss,
resulting in less heat and increased clutch dura-
bility. Operator fatigue and maintenance costs
were reduced while productivity increased –
making the dreams of owners and fleet
managers come true.
But this is just the tip of the iceberg. Today’s
fluids are required to perform a myriad of func-
tions, such as the following:
1. Frictional Stability – Delivering and main-
taining desired frictional properties in
metallic and nonmetallic materials ensures
operating efficiency when moving heavy
loads on inclines. The frictional needs of
clutches and wet disc brakes are also
addressed, eliminating excessive brake
noise. Good frictional stability results in
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longer clutch life, and longer trouble-free
equipment life with reduced downtime.
2. Antiwear Protection – Protecting planetary
and helical gears, highly loaded final drive
gears and bearings against macropitting and
metal fatigue.
3. Compatibility – Interacting with elastomers
used in rings and seals without producing
leaks, and with metals used in bronze alloys
and components without producing corro-
sion and rust.
4. Low-temperature Fluidity – Inhibiting wear
in cold weather starting and allowing easier
cold weather operability.
5. Oxidation Stability – Ensuring the fluid
won’t degrade at high temperatures,
resulting in longer fluid life, particularly in
extreme conditions.
6. Sludge Control – Preventing lubricant
passages from being blocked, resulting in
longer equipment life.
7. Rust and Corrosion Protection – Extending
equipment life and trouble-free operation.
8. Foam Protection – Stopping fluid loss due
to foaming (air bubbles do not provide
lubrication), reducing wear from metal-to-
metal contact and protecting the operator
from the fire and safety hazards associated
with fluid overflow.
9. T h e r m a l S t a b i l i t y – Providing consis-
tent performance under a variety of
temperatures.
10. Hydraulic Pump Performance – Protecting
high-pressure hydraulic systems.
11. Lubrication – Covering clutch, wet brake,
vane pump, planetary gear sets, final drive
gears and bearings (metal-to-metal).
12. Sustained Film Thickness – Promoting
protection of highly loaded gears and long-
term antiwear protection.
13. Shear Stability – Maintaining the viscosity
grade over the life of the lubricant and
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providing wear protection, resulting in no
loss of applied pressure that could result in
slippage and equipment failure.
Choosing the Right Fluid
Today’s off-road equipment owners and fleet
managers can select from two basic types of
dedicated fluids:
1. Single Grade – Requires fluid change
depending on the season. For example, SAE
30 or SAE 50 is used in the spring and
summer. In the fall and winter, if the temper-
ature drops below 20°F, SAE 10 is used. Using
the incorrect grade can be costly. Cold starts
in equipment using SAE 30 can result in
blown transmission seals. Overall, mainte-
nance costs may be higher and productivity
lower compared to using multigrade.
2. Multigrade – These oils, which operate
properly in all climates, have been available
to the public since 1999. A single fluid can
span the equipment’s entire operation
range, eliminating the need to stock two
different grades of fluid or change fluid
depending on the climate. They offer better
efficiency than straight grades over an
expanded temperature range. Hydraulics
benefit from multigrades as well, from cold
starts to high-temperature operations.
Because multigrades impose lower parasitic
(fluid friction) losses in the transmission,
the equipment is able to perform the work
using less fuel, thus lowering the cost of
operation. Multigrade oils with outstanding
shear stability are the wave of the future.
Viscosity is a critical parameter in ensuring
proper operability of today’s powershift trans-
missions. Newer transmissions with advanced
electronic controls require the low-temperature
performance of SAE 10W, while final drive gears
need the film thickness of an SAE 30. The film
thickness is critical in ensuring adequate gear
and bearing life, while low-temperature fluidity
is critical for pumpability and optimal shift
quality at low temperatures.
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Industry Standards for
Powershift Transmission Fluids
Unlike engine oils, there are no industry-
wide standards for powershift transmission
fluids. Instead, performance is OEM driven,
and owners and fleet managers must follow
the recommendations of their equipment
manufacturer, usually in the form of a fluid
specification such as Caterpillar TO-4.
In addition to the general specifications
OEMs also indicate the maintenance inter-
vals, viscosity grade requirements and filter
replacement intervals.
What’s Next?
Several changes are on the horizon. Tier IV
engines, debuting in 2010, will incorporate
even tougher emissions control in off-road
equipment. The likely result will be increased
component temperatures and the consequent
need for cooling. Because this new equipment
is expected to run hotter, some of the heat will
likely impact transmissions. New fluids may
need to be developed for increasing tempera-
tures. There may also be a desire to recover
efficiency loss from the new Tier IV engines,
which is estimated to be about five percent.
Lubricants for powershift transmissions may
help overcome some efficiency loss.
Developing countries such as China and
India are beginning to use high-performance
lubricants. This will require increased global
availability to meet these new demands.
Owners and fleet operators in these countries
will need to become familiar with these lubri-
cants and how they can improve the operation
and life of their equipment.
No single lubricant solution is available for all
off-road equipment applications. With the ever-
increasing costs for equipment, lubricants
should be carefully chosen to enhance and
maximize equipment performance, life and
profitability. After all, more power allows the
equipment to do more work. Don’t forget, it’s
all about the power.
Machinery Lubrication