Study of Automotive Gear Oils From

WWW.OILSHOPPER.COM 1.877.290.
0135
A Study
of
Automotive
Gear Lubes
AMSOIL Drivetrain Division

September 2007
AMSOIL INC.
WWW.OILSHOPPER.COM 1.877.290.0135
Overview
The requirements for automotive gear lubrication have changed over the years, yet vehicle owner awareness has not. Gear
lubrication has been commonly considered elementary, but, in fact, it is a dynamic process that requires sophisticated tech-
nology. The differentials that house the gears are out of sight, out of mind. They are neglected. But differentials are just as
important to the operation of a vehicle as the engine. An engine without a functioning differential will not move the vehicle.
Gear lubrication needs to be taken more seriously than before. There are several forces driving the need for better gear
lubrication.
First, is improved fuel economy. Modern vehicle aerodynamics, with lower level air dams, is decreasing the air flow over dif-
ferentials. Fuel economy is improved, but reduced air flow increases differential operating temperatures. Also, lubricant fill
volumes in differentials have been reduced in order to lower fluid drag on the gears and bearings for further improvement
in fuel economy. However, lubricants cool components, and with less fluid in the sump, operating temperatures rise.
Improvements in vehicle performance have created additional need for more sophisticated gear lubrication. Model-year
2007 turbo diesel pickup trucks, V-10 gasoline pickups and sport utility vehicles (SUVs), and high-horsepower V-8 trucks
have more towing and payload capacities than in previous years, yet their differentials have not changed. There has been
a 34% increase in engine horsepower over the last decade, while axle gear sizes have remained constant, sump capaci-
ties have been lowered and drain intervals extended. In the light truck segment there has been a 93% horsepower increase
since 1981.1 In vehicles such as a fifth-wheel equipped Ford F-350 Super Duty, towing capacities have reached a high of
19,200 lbs.2 And testing shows that in new axle applications simulating trailer towing at 88 km/h (55 mph) at a 3.5% grade
temperatures can reach as high as 188°C (370°F).3 Stress on differentials has also increased in limousines, conversion
vans, and trucks and cars with modified, high-performance engines. More power, more towing capacity and higher hauling
limits greatly increase the stress that causes heat and wear.
Improvements in vehicle comfort have also driven the need for better gear lubrication. The demand for greater interior space
has forced vehicle manufacturers to lower floor boards, which restricts air flow to the differential. Hot exhaust systems are
forced closer to the axle housing, and differential operating temperatures are increased even further.
Most vehicles operate under severe service as defined by vehicle manufacturers, but the majority of vehicle owners are
unaware of this. Severe service applications include towing, hauling, plowing, off-road use, frequent stop-and-go driving,
steep-hill driving and temperature extremes. Severe service applications are on the rise. For example, more than 90 per-
cent of Ford Super Duty pickups are used for towing.4 Severe service increases the need for better gear lubrication.
Synthetic gear lubes are recognized as superior to petroleum-based gear lubes by vehicle manufacturers, gear manufac-
turers and most high-performance automotive experts. Synthetic gear lubes exhibit all-around better performance. There
are many synthetic gear lubricants available to consumers, including those marketed by vehicle manufacturers. All position
themselves as superior to the rest.
Operating Conditions and Lubrication Requirements

Differentials contain many different components, each having its own requirements for lubrication. The ring and pinion gears
operate under extreme pressure and sliding contact that require extreme-pressure additives for protection. The bearings
operate under rolling motion where lubricant film strength is particularly important, and limited-slip clutches require special
friction additives for proper operation. It is essential, therefore, that gear lube formulations be carefully balanced to protect
all components. Too much emphasis on the needs of one component can detract from the needs of another.
A Study of Automotive Gear Lubes 2

The following illustration shows differential components:
Reference 5
Purpose
The purpose of this paper is to inform consumers about the increasingly severe conditions under which differentials oper-
ate and to provide data reflecting the quality and cost differences of popular synthetic and petroleum gear lubes. With this
information, consumers are better prepared to make informed decisions when purchasing gear lubricants.
Method
The testing by which the gear lubes were evaluated was done in accordance with American Society for Testing and
Materials (ASTM) procedures, Society of Automotive Engineers (SAE) J306 requirements and Federal Test Method
Standards. Other than the oxidation filter patch procedure, performance testing was conducted by an independent labora-
tory. Physical-property testing (viscosity, viscosity index, pour point and foaming after oxidation) was conducted in-house.
A notarized affidavit certifying that the results are accurately reported is included in Appendix 1. Gear lube pricing was
obtained from the manufacturers or distributors, and a notarized affidavit certifying that those prices are reported as
obtained is included in Appendix 2.
Scope
The focus of this paper is on American Petroleum Institute (API) GL-5, SAE 75W-90 synthetic gear lubes. Samples of API
GL-5, SAE 80W-90 petroleum gear lubes were also included for comparative purposes. The tests were selected to meas-
ure the properties consistent with extreme-pressure gear lubricant requirements and are intended to reveal the lubricants’
overall performance. The performance characteristics evaluated include each gear lube’s ability to:
1. Meet the required viscosity grade of an application
2. Maintain viscosity when subjected to temperature changes
3. Retain viscosity during use
4. Function in cold temperatures
5. Resist high temperatures and oxidation
6. Protect under extreme pressures
7. Protect against wear
8. Resist foaming
9. Prevent copper corrosion.
3 A Study of Automotive Gear Lubes
Review Candidates
The cross-section of gear lubricants tested includes those offered by original equipment manufacturers (OEMs), motor oil
companies and specialty companies. All gear lubes, with the exception of Mopar Synthetic and Torco SGO Synthetic, are
recommended by their manufacturers for limited-slip differentials and are therefore expected to contain appropriate limited-
slip-type additives. Mopar limited-slip additive was added to Mopar Synthetic and Torco Type G limited-slip additive was
added to Torco SGO Synthetic at the recommended levels to ensure equal testing. Each gear lube tested is listed in the fol-
lowing chart along with the performance specifications identified on the respective bottles. Batch codes are also listed.
Gear lubricant specifications are established for minimum performance levels. The active API gear lubricant specifications
are API GL-4, GL-5 and MT-1. API GL-4 designates the type of service characteristics of spiral bevel and hypoid gears in
automotive axles operated under moderate speeds and loads. These gear lubes may be used in select manual transmis-
sions and transaxles. API MT-1 designates lubricants for non-synchromesh manual transmissions and transaxles. API MT-
1 is independent of API GL-5. API MT-1 calls for a higher level of oxidation stability, copper corrosion resistance and seal
compatibility, which is not provided by API GL-4 or GL-5. Not all gear lubes meet API MT-1 performance standards.
API GL-1, GL-2, GL-3 and GL-6 are inactive. API GL-6 is identified by Lucas, Red Line and Torco as a performance spec-
ification. However, the test equipment is obsolete.
The U.S. military has established separate gear lube specifications. The most current military specification is MIL-PRF-
2105E, which supersedes the previous specification, MIL-L-2105D. MIL-PRF-2105E combines the performance require-
ments of MIL-L-2105D, API GL-5 and all but one parameter of API MT-1, thereby adding improved oxidation stability, cop-
per corrosion resistance and seal compatibility to extreme-pressure axle lubricants. An additional gear lube standard, SAE
J2360, mirrors MIL-PRF-2105E and is a global standard used by oil companies in countries where U.S. military standards
are not applicable.
MIL-PRF-2105E/
Brand API MIL-L-2105D SAE J2360 Batch Number
GL-5 MT-1
Synthetic Candidates
AMSOIL® Severe Gear® 75W-90 X X X LN 25902
Castrol® SYNTEC® 75W-90 X X MD62597BTW2578
GM® Synthetic Axle 75W-90 X 101006
Lucas® 75/90 Synthetic X X 193
Mobil 1® Synthetic 75W-90 X OEV5J6CO1788#5990
Mopar® Synthetic 75W-90 with
Mopar® LS additive X MRT081205C
Pennzoil® Synthetic 75W-90 X Unreadable
Red Line® Synthetic 75W-90 X X X 56292/60840001663
Royal Purple® Max-Gear® 75W-90 X X ICPH01606
Torco® SGO Synthetic 75W-90 with
Torco® Type G LS additive X L46680 LNRAGMO
Valvoline® SynPower® 75W-90 X X X F076C
Petroleum Candidates
Castrol® Hypoy C 80W-90 X X PO61165
Pennzoil® Gearplus® 80W-90 X JDSC 26615512155
Valvoline® High Performance 80W-90 X X X C1860
Viscosity Grade (SAE J306)

A lubricant’s primary function is to reduce friction and wear, and its most important property is its viscosity (thickness/resist-
ance to flow). Lubricants are considered incompressible and under ideal conditions maintain a constant layer of protection,
known as fim strength, to keep moving parts from contacting each other. With no direct contact, wear is eliminated. There
is a point, however, at which heavy loads exceed the oil’s ability to separate parts and metal-to-metal contact occurs. This
is, in part, a function of viscosity. The higher the viscosity of a lubricant, the greater the load it can carry. Using gear lube
that is too thick, however, has disadvantages. Thicker oils are more difficult to circulate, particularly in cold temperatures,
and wear protection can be sacrificed. Thicker gear lubricants also require more energy to circulate, which negatively
impacts fuel economy. Additionally, thicker gear lubes have higher internal resistance (intra-fluid friction) which causes them
to run hotter. There is no advantage to using a gear lube with a viscosity greater than that required by the application.
Conversely, gear lube that is too thin will not have sufficient load-carrying ability to meet the equipment requirements.

The SAE has developed a grading system, SAE J306, which categorizes gear lubricants based on their high- and low-tem-
perature viscosities. An additional requirement of SAE J306 is shear stability, which is explained later in this document. The
viscosity requirements for SAE 75W-90 gear lubricants are highlighted in green in the following chart.
Automotive Gear Lubricant Viscosity Classifications - SAE J306 - June 14, 2005
SAE Viscosity Grade Max. Temperature for Viscosity of Kinematic Viscosity at 100°C (cSt)3
150,000 cP (°C)1,2 Min.4 Max.
70W -55 5 4.1 -
75W -40 4.1 -
80W -26 7.0 -
85W -12 11..0 -
80 - 7.0 <11.0
85 - 11.0 <13.5
90 - 13.5 <18.5
110 - 18.5 <24.0
140 - 24.0 <32.5
190 - 32.5 <41.0
250 - 41.0 -
Viscosity Index (ASTM D-2270)

Oil viscosity is affected by temperature changes during use. As a gear lubricant’s temperature increases, its viscosity decreas-
es, along with load-carrying ability. The degree of change that occurs is determined by ASTM D-2270 and referred to as the
lubricant’s viscosity index (VI). ASTM D-2270 examines the viscosity change that occurs between 40°C (104°F) and 100°C
(212°F) . The higher the VI, the less the viscosity changes with temperature. A high VI is desirable and, in part, indicates high-
er lubricant quality. It does not, however, represent a lubricant’s high-temperature viscosity or its load-carrying ability.
Results, Viscosity Index

(ASTM D-2270)
200
180
160
140
120
100
80
60
194
165
165
162
152
152
151
151
151
147
144
110
102
99
40
20
0
ar itive 0
Sy 0 S -90
75 c
nn Mo etic 75 0
S LS -9 0
Sy etic itive th
75 0
80 0
80 0
0
i
d -9
-9
-9
-9
Va zoil ar 5W -9
-9
-9
-9
-9
-9
-9
et
i
lin ynth add 0 w
rp re G ad 5W
5W
5W
5W
W
he nth
75
75
80
S 7
ar SY le 7
7
y
ev G L tic
ed as ear
ic
h EC
er
G etic
us
l H ce
C
oy IL S pe the
t
Ax
w
e
oy
pl
an
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Sy NT
G
zo nth
Po
ar
Ty yn
yp
75
nt
as rm
x-
as etic
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p
n
SO co O S
y
a
rfo
e
S
nt
M
tro
nt
op l
il
ne
Pe l 1
AM To SG
Pe
M tro
le
e
Lu
Sy
i
Li
ob
nn
h
ith o
r
lvo
Pu
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w orc
C
M
M
Pe
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G
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T
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lin
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Similar to 5W-30 automotive engine oils, 75W-90 gear lubricants are defined as multi-viscosity. This means the gear lubricant
has enough viscosity to protect against wear at high temperatures, as well as good flow properties at cold temperatures. Many
gear lubes cannot fulfill both requirements without the use of VI improver additives. VI additives keep lubricants from becom-
ing too thick to flow in cold temperatures and too thin to protect in high temperatures. VI additives have many uses. If used
improperly in gear lubricants, however, they can break down and lose viscosity through a process called shearing. Because of
this, the SAE incorporated the CEC L-45-A-99 (KRL) 20-Hour Shear Test as a requirement for all automotive gear lubes. This
specification requires that gear lubes not shear down and fall below the minimum viscosity for that grade.
The KRL Test utilizes a tapered roller bearing and test cup filled with 40 ml. of gear lube. The test parameters are set at
60°C (140°F), 1475 rpm, 5000 N load for a duration of 1,740,000 motor revolutions (approximately 20 hours). Each gear
lube’s viscosity was recorded before and after the shear test as seen in the following graph.
Viscosity Before and After KRL 20-Hour Shear Stability Test
24
Blue & Red = Viscosity of New Oil
Silver & Orange = Viscosity After KRL Shear Test
21
18
Viscosity (cSt)
SAE 90 Viscosity Range
is 13.5 to < 18.5 cSt
15
12
16.68
16.03
16.07
15.28
22.35
14.63
14.67
13.95
14.08
13.65
15.12
13.52
14.95
13.52
15.13
13.44
14.24
13.31
14.56
13.27
14.21
12.79
14.15
12.55
19.32
11.48
15.39
9.97
9
ti h
tiv 0
0
80 c
80 0
90
Pu the r LS W-9 90
LS c 7 90
Ax ddi wit
di -9
i
et W-9
-9
-9
-9
-9
-9
-9
-9
et
ax le 7 ve
e
TE W-
-
ad 5W
W
Sy op tic 7 0W
5W
pe th 5W
h
tic a 0
t
75
75
75
75
75
n
7
Sy
Sy ar
Pe ol S wer
tic
ic
h us
o S ar
G ti
n a 5
i
e
nc
0
et
e
e
y
he
l
Pe 5/9
rp
G
To SG -G
o
th
h
o
a
Ty yn
YN
yp
as ynP
nt
t
as rm
ea
n
M e
re
Sy
y
lvo l H
op il G
rfo
ve
nt
Pe 1 S
rc O
S
ca
Sy
ro
Se
il
le
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o
zo
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tr
t
il
lin
z
Li
rp
ar
ob
nn
nn
IL
ith o
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This graph shows the initial oil viscosity and the viscosity after the shear test. The SAE J306 high-temperature viscosity
requirements (shaded area) for SAE 90 gear lubes are between 13.5 centistokes (a unit of measure for viscosity designat-
ed as cSt) and 18.49 cSt @ 100°C (212°F) maximum.
Lucas 75/90 Synthetic, at 22.35 cSt, and Royal Purple Max-Gear 75W-90, at 19.32 cSt, both exceed the maximum 18.49
cSt initial viscosity (red), failing the SAE J306 requirements for SAE 90 gear lubricants. All other gear lubricants were with-
in the required high-temperature viscosity range prior to the KRL Shear Stability Test.
Viscosity measurements following the KRL Shear Stability Test revealed that seven gear lubes sheared down below the
minimum viscosity requirements (orange), failing the shear stability requirements of the SAE J306. The two gear lubes with
the largest viscosity loss, as reflected in the following graph, were Royal Purple, losing 40.6% of its viscosity, and Torco
SGO Synthetic, losing 35.2% of its viscosity. Royal Purple was the only gear lube to fail both the initial viscosity require-
ments and the shear stability requirements. It started out too thick and ended up too thin. Torco SGO Synthetic, which had
the highest VI in the previous graph, finished the shear stability test as the thinnest of all the oils at 9.97 cSt, far below the
minimum 13.5 cSt requirement. Lucas 75/90 Synthetic, with an initial viscosity that exceeded the maximum requirements
by 20.8%, passed the shear stability test, but lost 34.5% of its viscosity, the third largest loss of viscosity. Both OEM gear
lubes, GM and Mopar, failed the minimum viscosity requirements after the shear test. Of all the gear lubes tested, half did
not meet the SAE J306 shear stability requirements.
AMSOIL Severe Gear 75W-90 was in the proper initial viscosity range and retained the highest viscosity after the shear test
with a viscosity of 16.03 cSt – the mid-point of the SAE 90 viscosity grade.

% Viscosity Change from Shear Test
Va
lvo SO
R rco To
lin IL S
oy
AM
To ith
M
e
Va r S
al SG co T
R
op
w
Pe
Pe 1 S
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ed
Pu O yp Syn
M
lvo ynt Mo
C
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a
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C
nn
nn
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as
as
rp Sy e G
Sy
lin het pa
Li
Lu
zo Pow -90 diti
zo
t ro
Pe
il
ne
le nth L
t ro
r
e ic r L
nt
ca A xl
e
il
il
lS
rfo
Sy 75 S
M et S
v
he
lH
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Sy er 7 ith e
G
er
ax ic ad
y
YN
rm
n
e
tic
75
yp
nt
nt
nt
ar
-G 75 di
G
he
he
he
/
oy
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pl
90
nc
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ea W- tive
W
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r 7 90
80
75
80 0
80
75
7
a
5W
5W
5W
5W
5W
5W
d
w v
th
W
e
-9
-9
-9
-9
-9
-9
-9
-9
-9
-9
-9
tic
0
0
0
-5 -3.1
-3.9
-4.9
-4.9
-6.5
-10
-9.6
-8.9
-10.0
% Viscosity Change
-10.6
-11.2
-11.3
-15
-20
-25
-34.5
-35.2
-30
-40.6
-35
-40
-45
6.07
4.67
Low-Temperature Viscosity - Brookfield Viscosity Test (ASTM D-2983)

As temperature decreases, the viscosity of oil increases. Gear lubricants with high viscosity at cold temperatures are less
efficient, and the gears require more energy to turn. Gears and bearings in the differential and axle housing are splash-
lubricated, and gear lubricants that are too thick at cold temperatures can starve internal components of lubrication, which
can cause failure.
The cold-temperature viscosity of gear lubricants is indicated by the first number in the SAE viscosity grade (75W of a 75W-
90 gear lube). The SAE J306 standard utilizes the Brookfield Viscosity Test, recorded in centipoises (cP), to determine cold-
temperature performance. The maximum viscosity is 150,000 cP at the given temperature for the SAE viscosity grade. For
example, SAE 75W must be less than 150,000 cP at -40°C (-40°F), while SAE 80W must be less than 150,000 cP at
-26°C (-15°F).
In the Brookfield Viscosity Test, a glass test tube is filled with gear lube and cooled to the appropriate temperature. A small
spindle is inserted into the lubricant and the maximum torque required to rotate the spindle is recorded. The torque read-
ing is used to calculate the viscosity in cP.
Brookfield Viscosity Measurement Example

Brookfield Viscosity
@ -40°C (-40°F) for 75W-90
& -26°C (-15°F) for 80W90
200000 * *
Maximum Allowable Brookfield
Centipoise (cP) Fail Viscosity: 150,000 cP *
150000
Pass
100000
Greater than 200,000

50000
389,500
102,500
149,850
103,600
116,500
101,350
164,100
85,560
90,000
85,000
38,850
68,150
93,730
0
it 0
ow di with
0
e ar 5W -90
r 7 90
tic
0
G dd -9
-9
-9
-9
TE W-9
-9
-9
-9
-9
-9
Sy ar 7 ive
er tive
he
-
re S a 5W
5W
5W
W
nP ad 0
nt
Sy LS -9
75
75
75
75
80
80
80
Pe eve L tic 7
ax c 7
Sy
tic
tic
le
ce
ea
i
lu
S e G he
90
et
lin op c 7
Ax
e
he
he
oy
an
rp
G
IL Typ ynt
rp ynth
5/
lvo M heti
yp
nt
nt
rm
ea
tic
7
Y
SO rco O S
Sy
Pe ol H
op the
rfo
lS
s
nt
ca
Sy
AM To SG
il
il
Pe
tro
n
le
zo
zo
tr
n
Lu
Sy
il
as
Li
ar
ob
as
nn
nn
ith o
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Pu
w orc
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C
ed
M
C
M
H
M
G
Va
T
al
e
oy
lin
R
lvo
Va
Cold-temperature performance is impacted by a lubricant’s high-temperature viscosity. High-viscosity gear lubes tend to
have worse cold-temperature performance than low-viscosity gear lubes. AMSOIL Severe Gear, however, with the highest
after-shear viscosity, exhibited the best cold-temperature properties of all gear lubes, except for Torco SGO, which thinned
out of grade in the shear test. Royal Purple and Lucas failed the cold-temperature Brookfield requirements for 75W gear
lubes, as well as the high-temperature requirements for SAE 90 gear lubes, effectively disqualifying them entirely from the
SAE 75W-90 category. Royal Purple Max-Gear, having also failed the Shear Stability Test, was the only gear lube to fail
every parameter of the SAE J306 requirements. Red Line was 14,100 cP over the maximum allowable viscosity at 164,100
cP, and Castrol SYNTEC 75W-90 had a borderline pass at 149,850 cP. As noted, SAE 80W-90 gear lubes are measured
at -26°C (-15°F) and all test candidates passed.
*Red Line, Royal Purple and Lucas, having failed the viscosity requirement for SAE 75W, were then tested at the SAE 80W
parameters for comparison purposes. Red Line scored 18,250 cP and Royal Purple scored 24,700 cP, showing better per-
formance than the SAE 80W-90 gear lubes. Lucas, however, at 98,050 cP, showed worse cold-temperature properties than
Castrol 80W-90, which is reflected in the overall score on page 19.
Standard Pour Point Test Method (ASTM D-97)

Pour point can vary greatly depending on the construction of the product. Pour point and Brookfield viscosity both measure
the cold-temperature properties of gear lube, but are very different. Pour point is defined as the coldest temperature at
which oil will flow before solidifying. The Pour Point Test consists of a glass jar filled with gear lube which is cooled to a tem-
perature close to its pour point. The gear lube is checked at intervals of 3°C (5°F) for fluidity. When the gear lube no longer
flows, the pour point is recorded at the last temperature of fluidity.

Pour Point
(ASTM D-97)
Va
lvo
R
lin
oy
AM s t r o
To ith nthe op
M
e
Va ne nth G L wit ve
al
R SG co T 75W S a 90
op
G
w y M
rc To
SO
Pe 1 S
Pe
H
ed O y
Pu
M
lvo
C
o r
ar
ig
C
nn
nn
ob
a
IL
as
h
rp
Sy e G
lin
Li Sy pe 90 diti
S
Lu
zo
zo
il
Pe
Se
le
tro
e
nt
ca
il
il
lS
rfo lus
Sy
M
ve
he
l H ce
Sy et S h
Sy tic 7
G
s
ax c 75
y
YN
r
nP
e
tic
75
i
yp
m
nt ic 7 ad
nt
nt
c L
ar
-G
an
o
he 5 dit
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he
/9
oy
TE
Ax
p
ar
w
ea
ea
0
tic W- ive
ti
er
le
C
C
Sy
-
r7
r7
75
75
75 90
80
80
80
nt
5W
5W
5W
5W
d
W
W
he
-9
-9
-9
-9
-9
-9
-9
-9
-9
-9
tic
0
0
0
-5
-26 (-15)
Degrees °C (°F)
-10
-30 (-22)
-31 (-24)
-15
-37 (-35)
-20
-42 (-44)
-43 (-45)
-45 (-49)
-25
-46 (-51)
-48 (-54)
-50 (-58)
-50 (-58)
-50 (-58)
-50 (-58)
-51 (-60)
-30
-35
-40
-45
-50
-55
The SAE 80W-90 gear lube test results were between -26°C (-15°F) and -31°C (-24°F). SAE 75W-90 gear lubes have bet-
ter cold-temperature properties and therefore better pour points. It is important to have a low pour point combined with a
low Brookfield viscosity value since it is possible to have a good low pour point but only a marginal Brookfield viscosity.
Castrol SYNTEC is a good example of this. SYNTEC had the best pour point of the gear lubes tested, but a borderline
Brookfield viscosity pass at 149,850 cP. Lucas 75/90 Synthetic, on the other hand, did not perform well in either area. It
showed a pour point of -37°C (-35°F) and a Brookfield viscosity of greater than 2,000,000 cP. AMSOIL Severe Gear 75W-
90 and Torco SGO Synthetic had the best combined Brookfield and pour point scores.
Channel Point - Federal Test Method Standard (FTMS 791C) No. 3456
MIL-PRF-2105E is an extreme-pressure, hypoid gear lubricant specification established by the U.S. military. It is more strin-
gent than API GL-5. An additional requirement of MIL-PRF-2105E is the lubricant’s ability to pass the Channel Point Test.
While not all gear lubes claim MIL-PRF-2105E, the channel point requirement is important because channeling during cold-
temperature operation may cause catastrophic gear and bearing failure. A test sample container with 650 ml of oil is run
through a warming cycle before being placed in a temperature-controlled bath at -45°C (-49°F) for SAE 75W-90 gear lubes
and -35°C (-31°F) for SAE 80W-90 gear lubes. The test is run for 18 hours +/- 2 hours. A groove 2 cm wide is then made
in the gear lubricant down to the bottom of the container. The gear lubes must completely fill the groove and cover the bot-
tom of the container in less than 10 seconds to pass the test. Lucas 75/90 Synthetic and Valvoline High Performance
80W-90 were the only gear lubes to fail the channel point test.
Federal Test Method Standard (FTMS 791C) No. 3456

Channeling Point
AMSOIL Severe Gear 75W-90 Non-Channeling - Pass
Castrol SYNTEC 75W-90 Non-Channeling - Pass
GM Synthetic Axle 75W-90 Non-Channeling - Pass
Lucas 75/90 Synthetic Channeling - FAIL
Mobil Synthetic 75W-90 Non-Channeling - Pass
Mopar Synthetic 75W-90 plus Mopar LS additive Non-Channeling - Pass
Pennzoil Synthetic 75W-90 Non-Channeling - Pass
Red Line Synthetic 75W-90 Non-Channeling - Pass
Royal Purple Max-Gear 75W-90 Non-Channeling - Pass
Torco SGO Synthetic 75W-90 plus Torco Type G LS additive Non-Channeling - Pass
Valvoline SynPower 75W-90 Non-Channeling - Pass
Castrol Hypoy C 80W-90 Non-Channeling - Pass
Pennzoil Gearplus 80W-90 Non-Channeling - Pass
Valvoline High Performance 80W-90 Channeling - FAIL

High Temperature Oxidation Resistance
Standard Test Method for Oxidation Characteristics of Extreme-Pressure Lubrication Oils
(ASTM D-2893 Method B)
Heat can destroy lubricants. High temperatures accelerate oxidation, which causes acid development, corrosion, sludge
and varnish deposits, lubricant thickening and shortened gear lube life. Oxidized gear lubes lose lubricating effectiveness.
Energy efficiency goes down, wear goes up and cold-temperature flow properties are greatly reduced. Heat and oxidation
resistance are critical for proper gear lubrication and long lubricant life.
ASTM D-2893 Method B test methodology measures the oxidation-resistance characteristics of extreme-pressure lubricants.
The test utilizes 41 mm x 600 mm test tubes filled with 300 ml of gear lube, heated to 121°C (250°F) and aerated at 10 liters
per hour. The test is run for 312 hours (13 days). The gear lubes are then evaluated for viscosity increase and precipitation
of solids. Large increases in viscosity and deposit formation indicate greater gear lube deterioration. In addition, 50 ml of each
tested gear lube was filtered through an 8 micron filter patch to show discoloration. Filtering the lubricant for visual inspec-
tion is not a test requirement. The test parameters simulate the severe conditions inside a differential.
Oxidation Test
(ASTM D-2893)
Viscosity Evaluated by (ASTM D-445)
25
% Viscosity Change @ 100˚C
20
15
22.35
19.06
18.70
18.12
10 16.45
17.41
15.06
13.26
12.60
11.32
5
8.02
8.42
8.97
7.52
0
nt y C tive 0
tic tive h
0
tic
90
0
i 9
i it
-9
-9
-9
-9
-9
-9
-9
-9
-9
-9
nt add w
-
he
Li opa c 75 W-
W
W
W
Sy LS -90
H S a 75
nt
75
80
75
75
75
80
75
75
80
75
d
7
Sy
r W
M trol G L tic
ic
ve lus
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er
EC
o S ar
ea
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Ax
he
as e th
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rp
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th
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Po
yp n
ed M heti
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75
rm
ea
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yn
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Pu l SY
n
et
Sy
lG
Sy
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lS
rc O
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ca
Sy
T
nt
To G
Se
Va l 1
ne
Pe
tro
oi
oi
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Lu
S
Sy
lin
nz
nz
rp
ar
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as
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ith o
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lvo
op
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SO
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AM
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Solids Precipitation (measured in ml)

All gear lubes measured at <0.05 ml with the exception of Mopar Synthetic 75W-90 with Mopar LS additive, which meas-
ured at 0.08 ml, and Lucas 75/90 Synthetic, which measured at 0.25 ml.

Filter Patch Results
AMSOIL Severe Gear 75W-90 Valvoline High

Performance 80W-90
Castrol SYNTEC 75W-90 Red Line Synthetic 75W-90
Pennzoil Synthetic 75W-90 Torco SGO Synthetic 75W-90

with Torco Typs G LS Additive
Valvoline SynPower 75W-90 Pennzoil Gearplus 80W-90
GM Synthetic Axle 75W-90 Royal Purple Max-Gear 75W-90
Castrol Hypoy C 80W-90 Mopar Synthetic 75W-90

with Mopar LS Additive
Mobil 1 Synthetic 75W-90 Lucas 75/90 Synthetic

Pennzoil Synthetic 75W-90 and AMSOIL Severe Gear 75W-90 had the best overall performance in both categories, indi-
cating high resistance to oxidation and extended lubricant life. Pennzoil Synthetic 75W-90 showed the lowest viscosity
increase, and AMSOIL Severe Gear had the cleanest high-temperature deposit properties. While petroleum-based Pennzoil
Gearplus 80W-90 and Lucas 75/90 Synthetic showed limited viscosity increase, they both left significant deposits on the fil-
ter patches. Castrol SYNTEC 75W-90 thickened by 16.45%, yet had clean performance.
Wear Reduction
In automotive differentials the ring and pinion are spiral-cut, hypoid gears. They slide more on each other than other types
of gears. Although spiral-cut gears allow for quieter operation, under load their extreme sliding action can wipe the lubricant
film from between the gears. High levels of extreme-pressure additives are used to protect these gears when the lubricant
film is wiped away or ruptured.
Ring and Pinion Hypoid Gears
Many different tests are used to measure the extreme-pressure and anti-wear performance of lubricants. Three ASTM lab-
oratory tests were selected that operate under different extreme-pressure and anti-wear conditions. These tests include the
4-Ball Extreme Pressure Test, the Falex Pin and V-Block Test and the 4-Ball Wear Test. Good performance in all of the tests
indicates good anti-wear and extreme-pressure protection.
Extreme-Pressure (EP) Property Measurements (4-Ball EP Test ASTM D-2783)
The 4-Ball Extreme-Pressure Test evaluates extreme-pressure properties and high-load, anti-wear protection properties.
High reported values indicate the gear lube provides better protection against wear and galling when the lubricant film is
ruptured under heavy loads. Towing, hauling, racing and high-horsepower/torque applications are examples of severe serv-
ice where the lubricant film is commonly ruptured and metal-to-metal contact occurs.
The 4-Ball EP Test is operated with one steel ball under load rotating at 1760 rpm against three steel balls submerged in
oil and held stationary in a cradle. The temperature of the gear lube is brought to 18.33 to 35.0°C (65 to 95°F). Weld point
and load-wear index are determined from a series of 4-Ball EP Test runs.
Weld Point
A series of tests with increasing loads, measured in kilograms (kg) are performed until the fourth loaded ball seizes (welds)
to the three stationary balls. The weld point is the lowest (first) extreme-pressure point which exceeds the lubricant’s load-
carrying ability. It is a good indicator of a lubricant’s extreme-pressure properties. Gear lubes with weld points of 400kg indi-
cate better EP properties than those with weld points of 315kg.
Example of welded test balls

4-Ball EP Weld Point

(ASTM D-2783)
425
400
Applied Load (kg)

375
350
325
400
400
300
400
400
400
400
400
400
400
275
315
315
315
315
315
250
225
200
tic tive h
A dit -90
0
e ar L 5W -90
he LS 75 0
90
Sy 90
t ic
he di it
-9
-9
-9
-9
tic -9
-9
-9
-9
l H xle ive
nt ad 0 w
he
-
-
t ic ad W
W
5W
Sy e G the W
oy 5W
nt
Sy S -9
75
75
75
75
80
80
SY er 7
G o T Sy r 7
7
Sy ar
ic
EC
ic
ce
ea
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0
et
et
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w
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an
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Sy NT
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To SG -G
th
th
Po
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ar
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75
ed Mthet
rm
n
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Sy
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M rol
nt
l
Se
Pe
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in
Lu
il
lin
nz
t
as
rp
ar
ob
as
nn
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Pu
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w rc
ig
C
M
SO
C
M
Pe
Pe
H
Va
al
AM
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lin
R
lvo
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Load-Wear Index
The load-wear index (LWI) represents the ability of the lubricant to minimize wear at applied loads. The LWI is determined
by conducting ten 10-second tests below a lubricant’s weld point. The LWI is the average of the loads determined by those
tests. Gear lubes with high test values indicate good anti-wear properties under heavy loads.
4-Ball EP Load-Wear Index

(ASTM D-2783)
75
70
Load-Wear Index (LWI)
65
60
55
72.29
69.43
66.74
65.72
66.17
63.40
63.14
50
60.93
59.00
55.78
57.78
55.08
52.18
45
44.54
40
35
pl e the dit ith
ea diti 90
0
ic
75 0
al rco O LS W- 90
0
-9
-9
-9
-9
-9
-9
-9
-9
-9
-9
et
M G L tic 7 ve
r 7 ve
ur yp n ad w
-G ad W-
-
W
5W
5W
0W
0W
W
th
i
90
ax S 5
75
75
75
75
80
75
yn
SY ic 7
8
S
le
er
Sy ar
ic
EC
Sy us
tic
oy o G ar 5
nc
0
et
R h T S op 7
Ax
he
oy
he
l
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rp
Sy NT
G
c
th
o
a
M eti
yp
75
nt
nt
rm
ea
tic
Sy
n
ob ere
yn
h
Sy
lH
he
G
rfo
s
nt
S
v
ca
tro
nt
M trol
il
Se
ne
il
Pe
e
e
zo
zo
Lu
Sy
il
lin
as
Li
ar
as
nn
nn
IL
h
lvo
op
w orc
ig
C
ed
M
SO
C
M
Pe
P
Pe
H
G
Va
T
R
t
AM
e
lin
lvo
Va
It should be noted that good performance in one test does not necessarily mean good performance in both tests. An exam-
ple of mixed performance is Lucas 75/90 Synthetic, which had a high load-wear index value but a low score in the weld
parameter. Pennzoil Synthetic 75W-90 had low scores in both test parameters.
Extreme-Pressure Property Measurements Falex Pin and V-Block One Minute Step Test
(ASTM D-3233B)
The Falex Extreme Pressure Test differentiates between lubricants having low, medium and high levels of extreme-pressure
properties by measuring their load-carrying capacities. The Falex Test consists of a steel pin that rotates at 290 rpm against
two stationary V-blocks in 250-lb. increments. Each 250-lb. increment is applied for 60 seconds and failure is recorded when
either the pin seizes to the V-blocks or the wear between the pin and V-blocks is so rapid that the loading gear cannot keep
the applied load constant.
Pin
V-Block
Falex Extreme Pressure Test

(ASTM D-3233)
3500
3250
lbf Failure Load Stage
3000
2750
2500
2250
3250
2000
2750
2500
2500
2500
2500
1750
2000
1500 2000
1750
1500
1250
1250
1250
1250
1250
1000
750
ea iti 0
xl tive h
ve L ic 7 90
he LS -9 0
ic
0
G dd -9
Lu ic A ddi wit
-9
-9
r 5W -9
90 W-9
-9
-9
-9
-9
-9
-9
et
r 7 ve
-
re S a 5W
IL Typ ynt 75W
5W
0W
5W
W
h
a 0
nt
75
75
75
75
80
80
he C 7
r7
Sy
SO rco O S tic
ic
er
ce
Se e G het
ea
i
lu
t
TE
et
Sy opa c 7
ow
AM To SG the
he
oy
an
rp
-G
h
/
M ti
N
yp
75
nP
nt
nt
rm
a
n
ax
SY
e
Sy
Sy
Pu l H
G
Sy
rfo
s
nt
S
M
ca
Sy
ro
l
nt
il
ne
il
Pe
tro
le
e
zo
zo
st
il
lin
rp
Li
ar
ob
as
nn
nn
ith o
h
a
lvo
op
w orc
ig
C
ed
M
C
M
Pe
Pe
H
M
Va
T
R
al
e
oy
lin
R
lvo
Va
High numerical values represent better extreme-pressure properties. Six of the gear lubes scored 2500 lbf (pounds force)
or greater, indicating a higher level of protection compared to the remaining eight lubricants. When looking at the combined
Falex Test results and 4-Ball EP Test results, it is noted that all three petroleum SAE 80W-90 gear lubes consistently scored
lower than most of the other oils. When evaluating the top six gear lubes in the Falex Test, only AMSOIL, Red Line and
Mobil placed in the top six in both categories of the 4-Ball EP Test, ahead of GM, Lucas and Valvoline which had good
4-ball EP load-wear index scores.
Wear Preventative Characteristics of Lubricants (4-Ball Wear Test ASTM D-4172)

This test evaluates the anti-wear properties of fluid lubricants in sliding contact and under lighter loads than those used in
the 4-Ball EP Test. It is conducted using the 4-Ball Anti-Wear Test procedure and measurements, which are different than
the 4-Ball EP Test procedure. The standard test parameters of the 4-Ball Wear Test are 75°C (167°F), 40kg load, 1200 rpm
for 1 hour. The wear scar diameter of the three stationary balls is measured and the average is reported as the wear scar
in mm.
Fourth Rotating Ball.

Three Balls in a Cradle.

4-Ball Wear Test
(ASTM D-4712)
0.550
0.500
0.450
Wear Scar (mm) 0.400
0.516
0.508
0.486
0.500
0.485
0.480
0.478
0.469
0.465
0.459
0.350
0.459
0.457
0.447
0.423
0.300
0.250
0.200
er itive h
0 iti 0
0
90
ca G etic -90
tic
ow d wit
/9 dd -9
-9
-9
-9
-9
-9
-9
-9
-9
e ar 5W -9
Sy ve
he
TE W-
75 a 5W
W
5W
0W
W
nP a 90
nt
75
75
75
80
80
75
75
75
75
s LS 7
Sy LS -
r7
d
ic
le
l H us
tic
tic
C
ea
ea
nc
et
lin op ic 7
Ax
he
he
Lu e th
pl
G
-G
po
th
Ty yn
ar
N
nt
nt
lvo Mthet
rm
tic
yn
ax
Y
e
o S
Sy
Sy
er
he
p
rfo
lS
SO il S
rc O
n
v
Sy
tro
nt
To SG
il
Se
ne
M l1
Pe
tro
le
zo
zo
Sy
i
as
rp
Li
ar
ob
as
nn
nn
IL
ith o
h
op
Pu
w orc
ig
C
ed
M
C
M
Pe
Pe
H
G
Va
T
R
al
AM
e
oy
lin
R
lvo
Va
The anti-wear 4-Ball Test results were much closer than in the higher-loaded tests. Note: Although in some cases the test
results are negligible between oils, results were taken as recorded for scoring purposes. There are, however, some interest-
ing observations when comparing the data to the other extreme-pressure and anti-wear testing. Pennzoil Synthetic 75W-90
scored worst in the 4-Ball EP LWI, yet scored best in the 4-Ball Wear Test. And out of all the extreme-pressure and anti-wear
testing, AMSOIL Severe Gear consistently scored in the top four in all categories, which indicates that the AMSOIL lubricant
offers superior protection under widely varying operating conditions. Examples of wear scars from one of the three station-
ary balls from 4-ball wear testing performed on AMSOIL Severe Gear 75W-90 and Lucas 75/90 synthetic gear lubes are
shown below.
D:0.453 mm D:0.506 mm
D:0.438 mm D:0.537 mm
AMSOIL Severe Gear 75W-90 Lucas 75/90 Synthetic

Foam Resistance
During differential operation, gears and bearings turn at high speeds which churn the lubricant. When air is introduced,
foaming can occur. While gear lube is considered incompressible, air is compressible and when bubbles pass between
loaded areas, the bubbles collapse and metal-to-metal contact occurs, causing wear. Foam can also increase friction and
act as an insulator, which increases heat and oxidation. Good foam control is important in gear lubricants. In most cases,
anti-foam additives are needed. The API has established maximum foam limits for GL-5 gear lubricants.
Foaming Tendencies (ASTM D-892)
This test measures the foaming characteristics of lubricating oils. It consists of a 1,000-ml graduated cylinder fitted with an
air diffuser in the bottom. The cylinder is filled with 190 ml of gear lube and heated to 24°C (75°F) (Sequence I).The air
passing through the diffuser is adjusted to 94ml/min and percolates up through the test lubricant. The test is run for five
minutes and the air is shut off. Any foam that forms on the surface of the lubricant is then measured. After 10 minutes of
settling time, foam levels are measured again. The procedure is repeated for Sequence II with 180 ml of lubricant at 93.5°C
(200°F), then back down to 24°C (75°F) and 190 ml of lubricant for Sequence III. The test results are reported as x/x for
each of the three sequences; the first number indicates foam immediately after the test, and the second number indicates
foam after settling. In addition to testing fresh gear lubes, testing was done on the “aged” gear lubes after oxidation testing.

Oxidation can change a lubricant’s properties and negatively impact foam performance.
Note that API GL-5 does not require a foam test on aged, oxidized oils. This was done
strictly to simulate in-service operation.
The API GL-5 specification has established a maximum limit of 20/0 in Sequence I, 50/0
in Sequence II and 20/0 in Sequence III.
Gear lubes failing the GL-5 requirements are marked in red under the New Oil heading.
Gear lubes in the right column report foam results on the aged, oxidized oils. GM
Synthetic 75W-90 passed the API GL-5 requirement but generated significant amounts
of foam after oxidation. Pennzoil Synthetic 75W-90 and Lucas 75/90 Synthetic, on the
other hand, failed the initial API GL-5 requirement but passed after oxidation testing. Example of Non-Foaming Oil.
Foam Tendency
New Oil Aged after Heat Oxidation Testing
Seq. I Seq. II Seq. III Seq. I Seq. II Seq. III
AMSOIL Severe Gear 75W-90 0/0 0/0 0/0 PASS 0/0 25/0 0/0 PASS
Castrol Hypoy C 80W-90 0/0 0/0 0/0 PASS 0/0 0/0 0/0 PASS
Valvoline High Performance 80W-90 0/0 0/0 0/0 PASS 0/0 0/0 0/0 PASS
Mobil 1 Synthetic 75W-90 0/0 10/0 0/0 PASS 10/0 45/0 10/0 PASS
Royal Purple Max-Gear 75W-90 0/0 25/0 0/0 PASS 0/0 0/0 0/0 PASS
GM Synthetic Axle 75W-90 0/0 40/0 0/0 PASS 575/15 290/0 410/0 FAIL
Pennzoil Synthetic 75W-90 50/0 25/0 35/0 FAIL 0/0 35/0 15/0 PASS
Mopar Synthetic 75W-90 with
Mopar LS additive 30/0 120/0 10/0 FAIL 445/0 25/0 400/0 FAIL
Red Line Synthetic 75W-90 0/0 155/0 0/0 FAIL 225/0 0/0 145/0 FAIL
Castrol SYNTEC 75W-90 0/0 200/0 0/0 FAIL 295/0 200/0 240/0 FAIL
Pennzoil Gearplus 80W-90 0/0 230/0 0/0 FAIL 0/0 375/0 0/0 FAIL
Torco SGO Synthetic 75W-90 with
Torco Type G LS additive 25/0 230/0 20/0 FAIL 540/0 280/0 370/0 FAIL
Lucas 75/90 Synthetic 125/0 50/0 30/0 FAIL 0/0 20/0 10/0 PASS
Valvoline SynPower 75W-90 125/0 20/0 130/0 FAIL 30/0 10/0 30/0 FAIL
Copper Corrosion Resistance

Extreme-pressure additives in gear lubricants become more chemically active when subjected to heat. Copper and brass
are soft metals and are subject to attack from acids, sulfur compounds and other chemicals in gear lubricants. When cor-
rosion attacks these components it can be seen as a discoloration and occasionally forms buildup on the surface of the
component. Acidic corrosion results in wear, which can lead to component failure.
Copper Corrosion (ASTM D-130)
The standard Copper Corrosion Test is designed to assess the corrosive characteristics of lubricants. In this test a polished
copper strip is immersed in a test tube with a given quantity of sample fluid. The entire test tube is then immersed into a
bath which is heated to either 100°C (212°F) or 121°C (250°F) for three hours. The hotter temperature is more severe. The
copper strip is then removed, washed and evaluated according to ASTM Copper Strip Corrosion Standards (shown below).
Corrosion is evident from discoloration. The test results are reported in a range from 1a to 4c.
API GL-5, MT-1 and MIL-PRF-2105E all require the hotter 121°C (250°F) test temperature. However, API MT-1 and MIL-
PRF-2105E have a tighter specification limit for a pass, requiring 2a as opposed to 3a for GL-5.

ASTM D-130 Copper Corrosion Classifications, Limits and Results
API MT-1& MIL-PRF-2105E API GL-5
(2a max @ 121°C, 3 hrs) (3a max @ 121°C, 3 hrs)
Slight Dark
Tarnish Moderate Tarnish Tarnish Corrosion
Classification 1a 1b 2a 2b 2c 2d 2e 3a 3b 4a 4b 4c
AMSOIL Severe Gear 75W-90 Pass
Mobil 1 Synthetic 75W-90 Pass
Red Line Synthetic 5W-90 Pass
GM Synthetic Axle 75W-90 Pass
Torco SGO Synthetic 75W-90 with
Torco Type G LS additive Pass
Pennzoil Gearplus 80W-90 Pass
Pennzoil Synthetic 75W-90 Pass
Castrol Hypoy C 80W-90 Pass
Castrol SYNTEC 75W-90 Pass
Valvoline High Performance 80W-90 Pass
Valvoline SynPower 75W-90 Pass
Mopar Synthetic 75W-90 with
Mopar LS additive Fail
Royal Purple Max-Gear 75W-90 Fail
Lucas 75/90 Synthetic Fail
AMSOIL Mobil 1 Red Line GM Torco SGO Pennzoil Pennzoil

Severe Gear Synthetic Synthetic Synthetic Synthetic Gearplus Synthetic
75W-90 with
75W-90 (1b) 75W-90 (1b) 75W-90 (1b) Axle 75W-90 80W-90 (1b) 75W-90 (1b)
Torco Type G
(1b) LS Additive
(1b)
Castrol Castrol Valvoline Valvoline Mopar Royal Purple Lucas

Hypoy C SYNTEC High SynPower 75W-90 with Max-Gear 75/90
80W-90 (1b) 75W-90 (1b) Performance 75W-90 (1b) Mopar LS 75W-90 (4a) Synthetic
80W-90 (1b) Additive (4a) (4b)

To determine test results, a technician rates the components by comparing them to the copper corrosion standard. Mopar
75W-90 and Royal Purple Max-Gear 75W-90 each displayed black streaks and received 4a ratings. Lucas 75/90 Synthetic
was clearly corroded and was given a 4b rating.
Pricing
The price of a product is most often a consumer’s first concern when selecting a gear lube. Price, however, does not reflect
the actual cost of a product. Less expensive oils may save money initially, but may cost more in the end if the products com-
promise performance or require more frequent oil changes. Ford, for example, requires petroleum gear lubes to be changed
every 3,000 miles under severe service but waives that requirement for synthetic gear lubes, extending the service life.6 In
this study, the three lower-priced petroleum SAE 80W-90 gear lubes had consistently lower test scores in the 4-Ball EP and
Falex Tests. Generally, lower performance is associated with lower price. There are, however, exceptions. Lucas 75/90
Synthetic and Royal Purple Max-Gear Synthetic 75W-90 demonstrated that price is not necessarily consistent with
performance.
The benefits provided by a well-engineered, although higher-priced gear lube, can easily offset that higher price. Paying a
little more for a quality lube that delivers the right performance is a low-cost investment to protect high-priced equipment. In
this study, the pricing was obtained by purchasing a 12-quart case of each product from the manufacturers or distributors and
calculating the cost per quart.
Price Comparison
Product Quart Price
Valvoline High Performance 80W-90 $3.99
Pennzoil Gearplus 80W-90 $4.99
Castrol Hypoy C 80W-90 $5.99
Mobil 1 Synthetic 75W-90 $7.99
Castrol SYNTEC 75W-90 $8.99
Lucas 75/90 Synthetic $8.99
Valvoline SynPower 75W-90 $10.49
Pennzoil Synthetic 75W-90 $10.99
AMSOIL Severe Gear 75W-90 $11.75
Red Line Synthetic75W-90 $11.95
Royal Purple Max-Gear 75W-90 $13.95
Torco SGO Synthetic 75W-90 with Torco Type G LS additive $17.04
Mopar Synthetic 75W-90 with Mopar LS additive $20.94
GM Synthetic Axle 75W-90 $28.11

Scoring and Summary of Results
Each gear lubricant was assigned a score for each test result. The gear lube with the best test result was assigned a 1. The
gear lube with the second best result was assigned a 2, and so on. If two or more oils tied, the next best score was ranked
according to the number of oils preceding it. In pass/fail testing, passing gear lubes were given scores of 1. Failing gear
lubes were given scores dependent on the number of gear lubes that passed. For example, of the 14 gear lubes tested, 12
passed the Channel Point Test and received scores of 1. With 12 gear lubes passing, the two failing gear lubes received
scores of 13. In the Solids Precipitation evaluation, differentiation was immeasable in the 12 gear lubes with values of .05
ml. Differentiation was measurable in those gear lubes that scored greater than .05 ml, and they received scores of 13 and
14 respectively. Note that the results of each test have not been weighted to suggest the degree of significance it repre-
sents. The degree of significance is left to the consumer to decide. The results in all categories were added to produce an
overall total for each gear lube. The gear lube with the lowest total demonstrated the best overall performance. Red scores
did not meet either API GL-5 performance requirements or SAE J306 viscosity requirements.
The filter patch results from the oxidation test were not considered in the final evaluation because the measurement was
visual and not quantified.
Torco SGO Synthetic 75W-90 with Torco Type G LS Additive
Mopar Synthetic 75W-90 with Mopar LS additive

Valvoline High Performance 80W-90
Royal Purple Max-Gear 75W-90

AMSOIL Severe Gear 75W-90
Valvoline SynPower 75W-90

Red Line Synthetic 75W-90
Pennzoil Synthetic 75W-90

GM Synthetic Axle 75W-90
Pennzoil Gearplus 80W-90

Mobil 1 Synthetic 75W-90
Castrol SYNTEC 75W-90
Castrol Hypoy C 80W-90
Lucas 75/90 Synthetic

Oxidation Test
Percent Viscosity Increase 4 6 5 9 14 1 7 12 11 8 3 10 13 2
Solids Precipitation (ml) 1 1 1 1 1 1 1 1 1 1 1 1 13 14
Brookfield Viscosity 2 4 5 8 9 3 7 13 1 14 11 10 6 12
Pour Point 2 8 2 1 6 9 7 14 2 13 12 10 2 11
Channel Point 1 1 1 1 1 1 1 1 1 13 1 1 1 13
SAE J306 Inititial Viscosity 1 1 1 1 1 1 1 1 1 1 1 13 1 14
Viscosity After KRL Shear Test 1 9 12 1 1 8 1 1 14 1 10 13 11 1
%Viscosity Decrease from Shear Test 2 5 11 7 3 10 9 1 13 3 6 14 8 12
4-Ball EP Weld Point 1 1 1 1 1 10 1 10 1 10 10 1 1 10
4-Ball EP Load-Wear Index 4 5 1 7 6 14 3 12 9 11 13 10 8 2
Falex Extreme Pressure Test 3 3 7 3 1 9 10 11 2 11 11 11 3 7
4-Ball Wear Test 2 9 4 12 8 1 11 6 13 7 4 3 10 14
Foam New Oil 1 1 1 11 9 7 14 1 13 1 12 1 8 10
Foam Aged Oil After Oxidation Test 1 1 14 11 10 1 8 1 13 1 9 1 12 1
Viscosity Index 2 11 5 7 5 7 10 14 1 13 12 4 7 2
Copper Corrosion 1 1 1 1 1 1 1 1 1 1 1 12 12 14
Price 9 4 14 5 10 8 7 3 12 1 2 11 13 6
Total Score 38 71 86 87 87 92 99 103 109 110 119 126 129 145

Conclusion
As the testing indicates, AMSOIL Severe Gear ranked highest among all gear lubes tested. It was the only gear lube to
score a 4 or better in all performance categories. The high ranking of AMSOIL Severe Gear clearly points to a well-balanced
formulation capable of delivering effective, long-lasting lubrication protection to all differential components. Most notable is
the superior performance of AMSOIL Severe Gear in the critical areas of extreme-pressure protection and viscosity and
oxidation stability. Based on the performance testing, the slightly higher than average price of AMSOIL Severe Gear would
be offset by the cost savings achieved through reduced maintenance, longer lasting differentials and extended lubricant life.
Some gear lubes tested well in some areas but scored low marks in others. Torco SGO Synthetic scored highest in viscos-
ity index and cold-temperature Brookfield viscosity but sheared out of grade, failing the SAE J306 requirements for SAE
75W-90 gear lubes. Mopar and Royal Purple scored well in the 4-Ball EP Weld Test, but failed the Copper Corrosion Test
and GM, with a good 4-ball EP score, foamed badly after oxidation. This would indicate that too much emphasis in one area
of formulation can detract from performance in others. A gear lube is only as good as its weakest link.
A well-balanced gear lube formulation, therefore, is critical for differentials in all types of vehicles, both standard and high-
performance. With more horsepower, more towing capacity, higher hauling limits and changes in vehicle design, more
stress than ever is placed on differential gears. High-quality lubrication is essential, and awareness is now necessary to
ensure maximum differential performance and to avoid costly repairs. When purchasing gear lube the decision is left to the
consumer, yet based on the facts reported in this document, AMSOIL Severe Gear is the logical choice.
Note: To further verify the findings, additional testing was performed on AMSOIL Severe Gear. The L-37 Axle Rig Test eval-
uates load-carrying, wear protection and extreme-pressure properties of gear lubricants. The severity of the test was
increased to challenge AMSOIL Severe Gear to the absolute limits in gear lube performance. See Appendix C for test
parameters and results.
1. Richardson, Robert; Marsic, Vera; Tarrant, Simon:

“Driveline Fluids - Thermal Management Challenges and
Impacts on Base Oil and Additive Technologies,” National
Petrochemical & Refiners Association Annual Meeting,
Paper AM-05-32, March, 2005.
2. 2007 Trailer Life Towing Guide.
3. O’Conner, B.M.; Schenkenberger, C.: “The Effect of Heavy

Loads on Light Duty Vehicle Axle Operating Temperature,”
Powertrain & Fluid Systems Conference and Exhibition,
SAE Paper #2005-01-3893, October, 2005.
4. Tocci, Lisa: “Torque Spark.”

Lubes ‘N’ Greases, September 2007.
5. Mitchell Repair Information Company, LLC.
6. Motor Information Systems

Check Chart 2007 Quick
Lubrication Guide.
Additional Sources:
Lubrizol website.
Lubrizol Ready Reference Manual
for Lubricants and Fuels, 2005.

WWW.OILSHOPPER.COM WWW.OILSHOPPER.COM 1.877.290.0135
1.877.290.0135
Appendix 1

Appendix 2

Appendix 3
Extreme-Pressure Gear Testing (ASTM D-6121-06) Final Verification
Laboratory extreme-pressure and anti-wear tests are reliable predictors of in-service performance. To demonstrate that the
testing conducted for this study accurately predicted the performance of the top-rated gear lube, AMSOIL Severe Gear, an
industry-standard Axle Rig Test was used. Commonly referred to as the L-37 Axle Rig Test, the ASTM D-6121-06 is used
to evaluate the load-carrying, wear and extreme-pressure properties of a gear lubricant in a hypoid axle under conditions
of low-speed, high-torque operation. The L-37 Test consists of a Dana Model 60 with 5.86-to-1 ratio gears connected to a
V-8 gasoline-powered engine with a transmission capable of maintaining test conditions. The load is controlled by two large
dynamometers connected to each axle. Following a gear conditioning phase, the test is conducted for 24 grueling hours at
80 wheel rpm, 1740 lbf-ft (2359 N-m) torque per wheel with an axle sump temperature maintained at a constant 135°C
(275°F). At the end of the test, the ring and pinion gears are inspected for abrasive wear, adhesive wear, plastic deforma-
tion and surface fatigue.
Under standard operating test conditions, the L-37 is considered a severe test that accurately discriminates between gear
lubes capable of protecting gears and those that cannot. To further challenge the integrity of AMSOIL Severe Gear
Synthetic 75W-90, the test severity was increased by adding 20% greater load. Under these test conditions, AMSOIL
Severe Gear was tested at 2088 lbf-ft (2831 N-m) per wheel for a total combined load of 4176 lbf-ft (5662 N-m). This is
equivalent to a Duramax 6.6 liter engine connected to an Allison transmission in second gear (1.81 to 1) with a differential
gear ratio of 3.55 to 1, going up-hill, pulling a loaded trailer heavy enough for the engine to develop and maintain a maxi-
mum 650 ft-lb of torque under full-throttle operation for 24 straight hours.
The gears are evaluated and assigned a pass or fail rating. At the end of the test, AMSOIL Severe Gear passed all the
requirements, even with 20% greater load. The following gear photos are from the actual test rating. Note the original
machining marks on the pinion gear are still intact after the test.
Axle Dynamometer
Axle Dynamometer
Drive Shaft and Axle

Housing Guards
V-8 Gasoline Engine
Axle Housing

Ring gear exhibits very low wear.

Pinion gear - original machine marks still present.
Pinion tapered roller bearing in like-new condition.




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WWW.OILSHOPPER.COM 1.877.290.

AMSOIL Drivetrain Division

Operating Conditions and Lubrication Requirements

A Study of Automotive Gear Lubes 2

Viscosity Grade (SAE J306)

A Study of Automotive Gear Lubes 4

Viscosity Index (ASTM D-2270)

Results, Viscosity Index

A Study of Automotive Gear Lubes 6

Low-Temperature Viscosity - Brookfield Viscosity Test (ASTM D-2983)

Brookfield Viscosity Measurement Example

7 A Study of Automotive Gear Lubes

Greater than 200,000

Standard Pour Point Test Method (ASTM D-97)

A Study of Automotive Gear Lubes 8

Federal Test Method Standard (FTMS 791C) No. 3456

9 A Study of Automotive Gear Lubes

Solids Precipitation (measured in ml)

A Study of Automotive Gear Lubes 10

AMSOIL Severe Gear 75W-90 Valvoline High

Castrol SYNTEC 75W-90 Red Line Synthetic 75W-90

Pennzoil Synthetic 75W-90 Torco SGO Synthetic 75W-90

Valvoline SynPower 75W-90 Pennzoil Gearplus 80W-90

GM Synthetic Axle 75W-90 Royal Purple Max-Gear 75W-90

Castrol Hypoy C 80W-90 Mopar Synthetic 75W-90

Mobil 1 Synthetic 75W-90 Lucas 75/90 Synthetic

11 A Study of Automotive Gear Lubes

Ring and Pinion Hypoid Gears

A Study of Automotive Gear Lubes 12

4-Ball EP Weld Point

Applied Load (kg)

4-Ball EP Load-Wear Index

Falex Extreme Pressure Test

Wear Preventative Characteristics of Lubricants (4-Ball Wear Test ASTM D-4172)

Fourth Rotating Ball.

A Study of Automotive Gear Lubes 14

AMSOIL Severe Gear 75W-90 Lucas 75/90 Synthetic

15 A Study of Automotive Gear Lubes

Copper Corrosion Resistance

A Study of Automotive Gear Lubes 16

AMSOIL Mobil 1 Red Line GM Torco SGO Pennzoil Pennzoil

Castrol Castrol Valvoline Valvoline Mopar Royal Purple Lucas

17 A Study of Automotive Gear Lubes

A Study of Automotive Gear Lubes 18

Torco SGO Synthetic 75W-90 with Torco Type G LS Additive

Mopar Synthetic 75W-90 with Mopar LS additive

Royal Purple Max-Gear 75W-90

Valvoline SynPower 75W-90

Pennzoil Synthetic 75W-90

Pennzoil Gearplus 80W-90

Castrol SYNTEC 75W-90

Castrol Hypoy C 80W-90

Lucas 75/90 Synthetic

19 A Study of Automotive Gear Lubes

1. Richardson, Robert; Marsic, Vera; Tarrant, Simon:

2. 2007 Trailer Life Towing Guide.

3. O’Conner, B.M.; Schenkenberger, C.: “The Effect of Heavy

4. Tocci, Lisa: “Torque Spark.”

5. Mitchell Repair Information Company, LLC.

6. Motor Information Systems

A Study of Automotive Gear Lubes 20

21 A Study of Automotive Gear Lubes

A Study of Automotive Gear Lubes 22