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Quicksilver outperforms automotive gear oil in marine applications because of its specialized additive package designed for marine gear cases. Continued use of this gear case lubricant will: Provide maximum protection . more
Quicksilver outperforms automotive gear oil in marine applications because of its specialized additive package designed for marine gear cases. Continued use of this gear case lubricant will: Provide maximum protection .
Description Detxron/Mercon Transmission Fluid. Features High-performance, multi-purpose power transmission fluid for automatic transmissions. These products exceed all .
MerCruisers were first introduced to the public in 1961 at the Chicago Boat Show. These engine were revolutionary because they were the first inboard engines to offer more than 100 horsepower. [links]
MerCruiser inboard engines are built to be a part of a sterndrive system. Sterndrive systems combine both aspects of inboard and outboard motors. A boat that is powered by sterndrive will have an inboard motor that is directly connected with an outboard propeller.
MerCruisers are inboard engines produced by marine engine company Mercury Marine. MerCruiser produces a number of different sized inboard motor that vary in performance and purpose. The recommended oil for all Mercruisers, from the 3-liter to the 8.2-liter high output, is SAE 20W-40 MerCruiser full synthetic engine oil.
It is important to remember that while all MerCruiser have the same recommended oil, they do not all have the same recommended fuel. Some MerCruiser engines require regular unleaded gasoline, while others require premium unleaded. Mercruiser owners should be aware of the recommended fuel for their engine.
Re: Borg Warner transmission fluid
It would really help to know the Mercruiser model of the engine and transmission.<br />Really hard to find updates to fluids only.
Re: Borg Warner transmission fluid [links]
Re: Borg Warner transmission fluid here
Hi Skinned Knucks..<br /><br />Can you get us a model number off the trans. <br /><br />If the trans is a 71-C (AS-71C (R or B suffix), 10-17-000-000) or a 72-C, (AS-72C (R suffix) 10-18-000-000) as per B/W velvet drive service manual, approved fluids are:<br /><br />General Motors Dextron 2E or Dextron 3 (Dextron 3 recomended)<br />Ford Mercon<br />Detroit Diesel Allison C4<br />Caterpillar T0-4<br />Daimler-Benz 236.6. <br /><br />The major concern is that you NOT mix different brands or types of fluids.. That means draining the cooler and lines as well as the trans itself.. Call me overly cautious but after 10 years, it might be a good time to replace the cooler as well, before it starts to leak. <br /><br />As for the bubbles on the dipstick, if there's quite a few that may simply be the oil telling you that it's old & worn out and it's lost is anti-foaming ability. One, two, three bubbles at the top of the fluid level on the stick is normal IMO. <br /><br />If the trans does'nt leak, slip, make excessive noise, overheat, blow oil out of the breather, or "creep" (turning the prop while in neutral), I'd say change the oil and go.
Many of the older VDs came with hydraulic oil from the boat builder. The old VD spec allowed for the use of hydraulic oil, and many builders used it because it is cheaper than ATF.<br /><br />But hydraulic oil will lose lubricating properties at a much lower temp then ATF. So ATF will give you a little extra insurance.<br /><br />I would recommend a couple of changes with ATF to purge the hydraulic oil out the system. [links]
The marine transmission performs one other vital function: It is the most convenient location from which to drive an auxiliary device, such as a hydraulic pump. Most marine transmissions have a power take-off point, which if unused, is usually covered by a plate. Remove this plate and you can see the transmission gear, which engages the gear of the auxiliary device. [links]
Of all the myriad mechanisms and devices that combine to push your boat through the water, none is more ignored and misunderstood than the marine transmission. That’s probably becausee it is so boringly mundane and steadfastly reliable that it doesn’t really seem to warrant attention. Think of it: When is the last time you heard a fellow boater either brag or complain about his marine transmission? more
The other function of the marine transmission is to set the ratio between engine rpm and propeller rpm. A typical diesel rotates at around 2000 rpm at cruise setting. A propeller turning this fast would be highly inefficient, so it is the job of the gears inside the transmission to slow down the propeller rotation to roughly half that of the engine, which is why this is always referred to as the reduction ratio. Note that this ratio is fixed; the only way to change the ratio between engine and propeller rpm is by changing marine transmissions or changing the gear sets within the transmissions. That’s why boaters spend so much time playing with different propeller configurations: It’s the only practical way to fine-tune the propeller-to-engine ratio.
So your boat’s marine gear has three functions that are completely different from your car’s transmission. One is to engage and disengage the engine from the propeller—in other words, to provide neutral. Another is to provide reverse rotation so that you can back your boat into your slip. These two functions are accomplished by a series of internal clutches, which when moved via the gear lever at the helm, engage different gear sets. Each marine transmission has an internal oil pump that generates hydraulic pressure, which forces these clutches together to provide engagement. Because the pump generates heat as it pressurizes the oil, every marine transmission also must have an oil cooler, which is typically mounted on the outside of the transmission housing and is identifiable by the water hoses leading into and out of it. [links]
Yet because this simple but durable device is so critical to getting you where you want to go safely and efficiently, you really ought to have some idea of what it does and how it does it. And the first step in understanding the marine transmission is realizing that despite the identical nomenclature, it has virtually nothing in common with the transmission in your car. The function of that device is to change the ratio of engine rpm to wheel rpm a number of times so that your car can accelerate from a dead stop to a desirable cruising speed in a relatively short time and run at that speed with a high degree of efficiency. A key part of the automotive transmission’s function is providing initial slip between your car’s engine and wheels so that your engine doesn’t stall as it tries to get your car moving. It does this either via a foot-operated clutch (manual transmission) or a torque converter (automatic transmission).
When the gear lever is at one position there is no engagement (neutral) among the gear sets; in another there is engagement between two gear sets (rotation in one direction) and in yet another there is engagement among three gear sets resulting in rotation in the opposite direction. Note that strictly speaking there is no such thing as forward and reverse, just clockwise and counterclockwise rotation. In some installations counter-rotation of the propellers is actually accomplished by simply swapping the linkage so that the opposite gear set is engaged when the lever is moved. [links]