wondering if anyone knows if it would be ok to use 15w-40 oil instead of the 30w diesel oil in transmission, finals and engine on my cat D9G I can get both the 15w-40 is much easier to get the book calls for 30w I'm not up to date on oil specs ......just wondering thanks
Do not use 15w40 in anything but the engine. 30w drive train oil is what you want, TO-2 (old stock) or TO-4 is the spec you'll be looking for, any big name oil company will have it for you. Cheers
Completely agree regarding transmission & final drives. You need a drive train oil in those compartments; TO-2 is no longer available, the modern equivalent is TO-4. It ought to be readily available in any good oil supplier. I think you also need to be very careful using modern 15W-40 oil in an engine of that vintage. The additive package in today's 15W-40 oils isn't compatible with the good old D353 engine AFAIK. You really should be looking for a good quality SAE30 non-detergent engine oil.
This is about all I could find on SIS relating to older engines, specifically the Pre-Chamber engines: Not 100% sure about the reference to "small PC engines" means, smaller compared to what a 3516? Operation and Maintenance Manual Cat Commercial Diesel Engine Fluids Recommendations Media Number -SEBU6251-17 Publication Date -01/09/2014 Date Updated -04/09/2014 i04942756 Engine Oil for Precombustion Chamber (PC) Diesel Engines - Engine Crankcase Fluid Recommendations for All 3500 Series and Smaller PC Diesel Engines SMCS - 1348; 7581 Most Cat medium and heavy-duty PC diesel engines were produced before 1991. Cat Precombustion Chamber Oil (Cat PCO) is acceptable for use in Cat PC diesel engines. Cat PCO is available in SAE 40 grade. In addition, PC diesel engines can use the multigrade oils that are recommended for DI diesel engines.
I have used D-A lubricants for 40 years and have NEVER had a problem with them. Please see attached for info and specs for Older Caterpillar equipment. http://www.dalube.com/pdfs/extra-treated-diesel-oil.pdf
We ran chevron 300 in our D9G's back in the day, along with the other D8's down to the D2's. We had mostly chevron lubes along with a fare amount of D-A and hydro tec i seem to recall.
Yair . . . My comments not relevant to technical discussion here but a bit puzzled by Nige's comments about needing non-detergent oil. . . I thought the old series three oils we ran in those tractors were high detergent? The D9G's simplified things enormously. They initially ran thirty weight engine oil in all compartments although I believe with the benefit of hindsight they went to ninety in the finals. Cheers,
We used 30 grade engine oil in the engines and final drives, 10 grade in the transmission and hydraulic's in D8H, D7E, D6C,D4D all of that era. A great idea as the company only had to purchase 2 oils for the dozer fleet.
We used XD3-30 in all three compartments for 40 years on that vintage Cats but the major oil companies quit making it. There is a specialty oil company in Smackover, Arkansas that has a replacement that is as close as you will get; it even smells similar. The product is Xtreme Universal 30, CF, CF-2/5L, product code 572981. I buy it by the drum for use in my D7E, but I make sure it doesn't get used in my later model machines.
Anyone know the capacity of the D9G transmission fluid?
Yeah, like Nige said about engine oil. The new EPA mandated flavors of 15w-40 DEO are not the oils we grew up with. The marketing states backwards compatibility, but that’s not entirely true. Talk with your local jobber and do some research on what to put in the crankcase of that glorious beast.
Approximately somewhere around 35 gallons, but it's always a good idea fill to the dipstick then check level again when everything is warmed up with the engine idling & the transmission in neutral.
Back to the subject of engine oil, we had some very good results from Conoco Hydroclear Power-D that had good compatibility with high sulphur diesel fuel, exactly the same fuel that was around when these models were in their prime. Just a thought https://phillips66lubricants.com/wp-content/uploads/2019/12/Power_D_Engine_Oil.pdf
So on the subject of the low sulphur diesel. Is there a special additive one needs to add to the fuel for these old Cats?
All diesel engine oils are detergent oils, and have been since the very first diesel oil SAE standards of the late 1930's. There's a good story about how Cat had a huge amount of trouble with their diesels around about 1935, they were coking up and sludging up and causing great heartburn inside Cat HQ's. Cat then discovered that Standard Oil had removed a naturally-occuring detergent in a new oil refining process, and that a naturally-occurring detergent worked just fine in the early Cat diesels up to the time Standard Oil took it out! So Cat got Standard Oil to put the detergent ingredient back in - and hey presto! - the Cat engine sludging and coking problems were cured! From that exercise, the detergent Series 3 diesel oils came about. The problem today is that oils have changed massively in the last 20 to even 30 years. New additives, new viscosity improvers, new requirements for oils for the latest low-emission, low sulphur diesel engines. The low-emission engines force more pollutants down past the rings into the oil, so much higher detergency oils are now required. Most oils are backwards-compatible, but it pays to check with the oil supplier and their chemists to ensure that there's no problems. Using the latest oils in older engines means the aggressive detergents and other additives can strip beneficial carbon buildup from old engines and make them burn oil! Also, the newer aggressive oils can cause older, hardened seals to leak. There's nothing wrong with using 10W-40 in a D9G engine, but the transmission requires a powershift transmission oil which has ingredients that assist with reducing multi-plate clutch pack wear and to assist with needle-roller bearing life (as the planetary gear sets in the D9G transmission utilise needle-roller bearings). As for the D9G final drive, these are a planetary-style gear reduction that doesn't use needle roller bearings, but flat and taper roller bearings, and the final drives require a heavy viscosity oil with EP properties to protect the gears and bearings from the enormous loads applied to them.
Naturally-occurring sulphur in the high-sulphur diesel fuels was a seal lubricant and softener. When the sulphur was removed, the lack of sulphur caused seals to leak on many older injection pumps, because the nitrile seals shrank and hardened. Buna-N and Viton seals were less affected. The oil companies recognised the problems that developed initially with the move to low sulphur fuels and started to add chemicals that lube the nitrile seals and keep them soft. Also, manufacturers moved to seal types that could cope with low sulphur diesel. However, there are additive suppliers who have "jumped on the bandwagon" and who promote their product as necessary to stop leaking diesel IP seals on older engines. The leaking IP seals problem became a bit of a chorus a few years ago, but now it seems to have died away as the oil refineries have improved their additive packages. This local guy insists his product is 100% necessary as a low-sulphur fuel additive, but I think his product sales are probably dying away as the leaking seal problems have reduced to very low numbers today. I guess if you have a very old engine and the IP seals are leaking thanks to age and low sulphur fuel, then it wouldn't hurt to try some of this fix. https://liquidintelligence.com.au/products/diesel-fuel-pump-seal-leak-fix
In a nut shell no. Bad Bob