Mobiltrans SHC 50 Synthetic Transmission Lubricant (R190250)

[geoffpenn]

Need some help from Thailand

We have a 2008 SAN 210 with the ZR6 engine and PCM Power Plus Transmission.

This takes a specific oil Mobiltrans SHC 50 Synthetic Transmission Lubricant (R190250). Unfortunately, we can not find in Thailand or Asia. (Mobile office in Japan, Singapore and Thailand have all said this transmission fluid has been discontinued??)

Any idea where to order and have shipped to Thailand?

Thanks
Geoff

[JUST-IN-TIME]

RE: Mobiltrans SHC 50 Synthetic Transmission Lubricant (R190

pump it out and you can use normal no synth fluid

[TRBenj]

RE: Mobiltrans SHC 50 Synthetic Transmission Lubricant (R190

Agreed. DO NOT use synthetic in these transmissions.

[NautiqueJeff]

Actually, according to the PCM manual, you guys are both incorrect. The original poster is right. See below.

[M3Fan]

Jeff, that's the V drive box, not the actual transmission.

[geoffpenn]

Thanks everyone

I beleive the transmision and the V box are all one unit, unlike older models. This is my first V-Drive after 20 years of mid engine boats so I am a bit unsure.

I beleive there is only 1 fluid for the system. Please correct me if I am wrong.

Still havent found anywhere to order.

[NautiqueJeff]

Jeff, that's the V drive box, not the actual transmission.

These days, they're one single unit.

[M3Fan]

Oh, really? Wow. Learn something new every day.

[jos]

Think those CC & PCM guys have to go global.
On the oil thing for sure.

Are theys guys only thinking National wise?

I am reading those user questions now for years. Its not getting better.

For instance the Walters, engine oil in a gear box, thats a yoke.

As i said before, make a user FAQ on this site. So those questions ar not coming back year in year out.

Its not pleasant servicing your boat, to be stuffed with those silly not findable oil spec. Same on spark plugs.
Also the fuel cell thing is a neck breaker for most of us.
Just ask CC, Walters & PCM and publicate a list with a cross reference list on oils. And how DIY when in the outback.

[Rock_Toy]

Anyone know what kind of T-Fluid I should be putting in my tranny? 1996 SSN. Never touched it an still runs strong but I figured that I might want to check on it regardless.

[jos]

ATF in the clutch
industrial HD gear oil with EP in the V-drive

[8122pbrainard]

For instance the Walters, engine oil in a gear box, thats a yoke.

Jos, Engine oil in a gear box a joke? Not really but you may be younger and not know the history of the marine trans so maybe I can help out.

The early turn of the century marine engine was a rather large piece of cast iron. They, being a true designed for marine use engine, had a large cast oil pan that actually included the trans. The engine oil was more than adequate because a mechanical trans is nothing more than a set of wet clutches and a planetary gear set for reverse. (pretty much the same as our present day trans) This mechanical trans design was used all the way into the early 60's.

In the 20's, with the need for lighter and more HP marine engines, marinizers began using industrial engine blocks like Hercules (Chris Craft) or Continental (Gray Marine). Because the engine blocks were now separate, a bolt on trans was needed. Some of the same earlier gear sets were used, put into their own cast iron case, bolted up to the industrial blocks but still had a common oil sump to the engine. Still no need for separate lubrication.

Now came the 50's when human nature, being basically lazy no one wanted to pull or push a big lever any more to shift the mechanical trans. The hydraulic trans was developed to do the work of shifting but they still used engine oil. The early Dearbomatics (Interceptor div. of Eaton corp.) even used a dual cavity oil pump on the engine. One cav. for engine lub and the other to activate the hydraulic clutches in the trans. This design really was a disaster in engineering because as oil temp changed, the actuation of the clutches became unreliable. Learning from the auto industry, a separate pump was put on the front end of the trans which ran ATF and oil cooling. Oil cooling is needed because hydraulics not being 100% efficient, develop waste heat.

The V drive goes back to the 40's when Paragon gear (the manufacturer of most of the mechanical trans's) added the set of reversing gears to their regular trans because boat manufacturers wanted to move the engine aft in some of their models. Yes, they were lubed with engine oil and had the common sump. Again this engine oil was adequate because the actual gears were large and engine HP's were low.

Now in the 60's, engine HP's were increasing and with the need to get engines lower in the bilge, the V drive gear sets got smaller. With smaller gears, the gear tooth pressures got to a point where more lube was needed. They started using 90W gear lube.

While I'm talking transmissions, I'd like to add that most people think the down angle trans is a recent development. Eaton had the option on their Dearbomatics in the mid 50's!

BTW, my 54 has a mechanical with engine oil. I've never touched the trans. Pre war mechanicals with engine oil to this day are running fine with 0 maintenance. I wish I could say the same for our modern transmissions!

Engine oil in a gear box is not a joke!

[Red57Bird]

8122pbrainard - "everything you ever wanted to know about marine transmissions and v-drives, but were afraid to ask". Great explanations and info.

[jos]

Velvet or PCM style 1:1 called "trans" is a hydraulic cluth and has a true hydraulic oil punp needed for engaging clutch plates. ATF is common. The setup is similar to an automotive one, plates and pump are a like.

I have been at Bosch-Rexroth hydraulics for 7 years, clever ones saved $20,- putting hydraulic oil in their engine and spending $2000,- on a new engine several weeks after.

Its the chocie of the owner running a v-drive on motor oil instead of gear oil. In general those gearboxes are not running 24/7 like an industrial, so what. If 24/7 you better use gear oil.

Walter and CC are giving poor specs on the v-drives oil, with less cross reference, keeping the outbacks in the dark. No risk for them it isnt 24/7 used.
Chance on water eating the gears in winter is 100 times more then the wrong oil in the summer.

Second its easy to make a FAQ setup on a PN forum, because of same questions coming again an again. First manufacturers should improve on this, not only improving their companys on internal effieciency and business plans.

Glass water to you all.

[MikeC]

It seems to me that the manufacturers have considerably more information on the oil that is required to operate their gearboxes and transmissions. They do hours of testing and have failure statistics that will show failures and causes. I am certain that when they specify an oil type or viscosity they do it for a reason.

Newer gearboxes have tight tolerences between the gear teeth, using a thicker oil, i.e. 90w instead of 30w, can cause more gear mesh problems and teeth failure. I have a vehicle that requires 5w-20 engine oil - why not 10w-40 like I used to use in my older vehicles - because technology has changed. It has 150,000 miles on it and never uses a drop of oil so they must know something.

On a side note if your boat is still under warranty I would use the oil the manufacturer requires, it could void the warranty if something fails and they can show neglect by not using the required oil.