PACKAGING EXAMPLES FAQ s FREQUENTLY ASKED QUESTIONS ENGINE OILS COMMON T&H OIL COOLANT
GENERAL 1. Why are these products changing? i. To provide the latest technology for enhanced performance, reliability, and life for your customers equipment. ii. As a response to dealer and end user desires for less complexity when using these key maintenance products. iii. To provide products meeting the needs of engine, transmission, and hydraulic systems of both new and legacy equipment. iv. To provide products meeting a wide variety of applications in competitive make equipment 2. When will the changes occur? i. The changes were formally introduced at the Expo in Indianapolis in February 2013. ii. The new products were introduced into the system as a rolling change beginning in March 2013. 3. How will the new products be labeled and branded? i. See Packaging Examples. The examples are draft versions of the new labels. Some variations will occur in the final labels due to legal, regulatory, and esthetic considerations. 4. Will the new packaging be color coded? i. Yes, the labels will have the colors shown ii. 15W40 and 10W30 NO.1 / Mastergold Engine Oils will be coded blue iii. 10W40 and 0W40 Unitek Engine Oils will be coded blue also iv. Common T&H Oil will be coded red v. OAT Coolant will be coded yellow 5. Are the exact same products being provided to both brands? i. Yes. All brands will have the exact same products. Only the brand and product names will be different. 6. Will the Part Numbers be changing? i. Part numbers will change for the new products: Hy-Tran Ultraction Mastertran Ultraction No.1 and Mastergold 15W40 and 10W30 CJ-4 engine oils ActiFull OT Coolant ii. Part numbers will also change for the re-branded products: Akcela No.1 Unitek and Ambra Mastergold Unitek 10W40 and 0W40 CJ-4 Engine Oils iii. New part numbers will not be released for ordering until the inventory of old product numbers is depleted. 7. Can lubricants and coolants be ordered and shipped together? i. Yes. 8. How will the pricing of the new products compare to the existing products? i. The new lubricant products will be priced the same as the current products. ii. Pricing for the OAT coolant will be established by CNH. 9. Where can I find more information?
i. More detailed information was provided at the Expo in Indianapolis in February 2013. ii. Regional Training Sessions were offered in early 2013. iii. Information is posted on the Viscosity Oil website. 10. Will any training be offered about the new products? i. Yes, regional training was offered. ii. Each session consisted of : A general Overview of all the products Specific information on each product Common T&H Fluid New Engine Oil line up New Coolant Marketing the New Products Q&A PRODUCT SPECIFIC COMMON T&H OIL 1. (a) Ultraction is a terrible name. a. It was difficult to find any names that were not already trademarked, or restricted from being trademarked. Ultraction is a made up word that was able to clear trademark searches globally. (b).why Mastertran instead of Multi-G? b. Multi-G was dropped as a name because a trademark conflict existed in Canada. 2. What was the criteria for developing the Common T&H Oil? a. The project criteria for the new oil was to provide a single fluid suitable to replace Hytran /Mastertran and Multi-G / Nexplore, and also to be suitable for CVT s. There was no criteria for improved cold weather performance. The new oil will exhibit about the same cold weather performance as current Multi-G 134. 3. What APPLICATIONS can the new Common T&H Oil be used in? iii. The new Common T&H Oil can be used in all applications where HyTran Ultra or Mastertran was previously recommended. iv. The new Common T&H Oil can be used in most ( > 95%) applications where Multi-G or Nexplore was previously recommended. (See the section on Exceptions for details) v. The Common T&H Oil provides single fluid service for Steiger tractors. vi. The new Common T&H Oil should be used in CVT transmissions instead of Hytran Ultra, Mastertran, Multi-G or Nexplore. 2. Are there any application EXCEPTIONS for the new Common T&H Oils? i. There are a few construction equipment applications which will continue to use Multi G/Nexplore : EX.- Grader transmission, some Wheel Loader axles and transmissions (ZF and Funk) 3. What product(s) can be used in place of the Common T&H Oil in cold weather? i. For improved cold weather performance below 5 to 10 F, HyTran SSL, Mastertran SSL, and F-200 can be used. 4. Will the SSL and F-200 products be changing? The SSL tractor fluids will be changing to a common oil formula. Names for the revised products will be Hy-Tran Ultraction SSL and Mastertran Ultraction SSL. The F-200
product formula and name will not change. F-200 already utilizes the high shear resistant polymer. 5. How do the new Common T&H Oils COMPARE to the old products? i. Common T&H Oil has a viscosity in the range of Multi-G, and a higher viscosity than Hy-Tran Ultra. ii. Common T&H Oil is a multi-grade oil, same as Multi-G. Hy-Tran Ultra is a single grade oil. iii. Common T&H Oil has a more shear stable polymer than Multi G. Hy-Tran Ultra has no polymer. iv. Common T&H Oil has 1% water tolerance, and a non-zinc additive system, same as Hy-Tran Ultra. Multi-G has a water tolerance of 0.5% and contains zinc additives. 6. What color will the Common T&H Oil be? i. It will be the same color as HyTran Ultra / Mastertran. 7. What is the forward and backward COMPATIBILITY of the old and new products? i. Compatible in all applications except as noted for Multi G use above 8. What about INVENTORY MANAGEMENT of the new Common T&H Oils? i. Will I need to do anything special for my bulk inventory? Drop the level of Hy-Tran Ultra in the bulk tank to less than 5% before dropping in a load of the new Common T&H Oil. For Multi-G, the tank level should be dropped to less than 2% before dropping in a load of the new Common T&H Oil. ii. What is the allowable % mix for other fluids and the new Common T&H Oils in a bulk tank? 5% Hy-Tran Ultra. 2% Multi-G. iii. What happens if I have a higher percentage of Hy-Tran Ultra / Multi-G in a mix? The physical characteristics of the mixture would not match the specs of any product. No harmful effects would be expected. However, it would be best to avoid exceeding the recommended mixture levels to maintain product quality for resale. iv. How about my packaged goods? The critical application for the new Common T& H Oils is CVT transmissions. It is recommended only Common T&H Oil should be used in a CVT. Continue to sell your existing products for other applications until stocks are depleted. 9. Can the old and new products be mixed? i. The new and old products can be mixed. However, the mixed product will have different characteristics than either of the pure products. This could cause problems in certain applications, such as CVT transmissions. It is advisable to limit mixed amounts to those stated above. 10. What is the allowable % mix for other fluids and the new Common T&H Oils, Example:- when an implement is hooked up that has another fluid and that fluid mixes with the common oil? i. The mixing of different oils when a tractor is hooked up to an implement is a fairly typical occurrence. As with the current oils, the Common T&H Oil is
compatible with other fluids. However, we recommend limiting other fluids in a mix to < 5%. Higher percentage mixes might cause less than optimal performance. When mixing with good quality tractor oil, we would not expect major problems, or issues such as wear, noise, loss of function, or oil incompatibility. Rather, there could be some degree of performance drop off from optimum. It is our understanding the critical application for Common T&H Oil is in CVT s. For tractors with CVT s, the guideline of no more than 5% dilution of Common T&H Oil with another fluid would be important. This would be even more important if poor quality yellow bucket oil was in the attached implement. We cannot speak to the question of warranty implications. That would have to be directed to the appropriate parties in CNH. 11. Is the Common T&H Oil the ONLY fluid that can be used in CNH CVT transmissions? i. It is the recommended fluid for optimal CVT performance. Any restrictions on the use of other fluids in CVT s would be at the discretion of CNH. ii. CVT s require a higher viscosity fluid than HyTran Ultra/Mastertran, and a more shear stable fluid than Multi-G/Nexplore. The new Common T&H oil meets both criteria. 12. Can the new Common T&H Oil be used in place of 10W30 and HTO in Skidloaders? i. HTO is required in certain skid steers to assure a minimum level of zinc anti-wear additive is present as required by the hydraulic pump manufacturer. Since Common T&H Oil will not contain any zinc additive it cannot be used in applications requiring the use of the HTO additive. 13. Do the Ultraction products require the addition of Axle Oil Additive? i. No 14. What are the PRODUCT SPECS for the new COMMON T&H OILS? i. See the Product Specifications section of the website. PRODUCT SPECIFIC ENGINE OILS 1. What Applications can the new ENGINE OILS be used in? i. The CJ-4 engine oils can be used in all applications. 2. What is the difference between the Unitek multi-grade oils and the No.1 / Mastergold multi-grade oils? i. The Unitek 10W40 is a semi-synthetic oil (approx. 30% synthetic). The Unitek 0W40 is a full synthetic. The No.1 and Mastergold multi-grades are standard mineral oil products. The Unitek products offer the highest level of oxidation resistance. The Unitek oils are the recommended products for all new FPT engines. 3. Why is Unitek a 10W40 rather than a 15W40 oil? Why does FPT recommended the 10W40 rather than a 15W40? i. The 10W40 gives the oil a wider operating temperature range. It gives faster flow and lubrication at start up, and improved lubrication of fast moving components such as turbochargers. It is also consistent with the trend to lower viscosity oils for improved fuel efficiency. 4. Are there any application Exceptions for the new ENGINE OILS?
i. Tier 4B FPT engines due out in 2014 will recommend the use of Unitek 10W40 ii. In areas of the world where high sulfur fuel is still used (ex-mexico), the higher TBN CI-4 oils should be used. 5. Are CJ-4 oils required for FPT Tier 4B engines? i. Yes. The high temperatures in some Tier 4B engine components require lubricating oil with high oxidation resistance, such as is provided by a CJ-4 oil compared to previous API classification oils. The Tier 4B engines will generate more internal soot, and the CJ-4 oils are better at preventing soot based wear than earlier API category oils. 6. What is the forward and backward Compatibility of the old and new ENGINE OILS? i. They are forward and backward compatible. 7. How do the new ENGINE OILS compare to the old products? i. TBN- the CJ-4 oils have lower TBN levels than the CI-4 oils (~9 vs. 12) ii. Zinc the CJ-4 oils have lower zinc levels than the CI-4 oils (0.13% vs 0.17 %) iii. Sulfated Ash- the CJ-4 oils have lower sulfated ash levels than the CI-4 oils (1.0% vs. 1.5%) 8. Why are the additive levels lower in the CJ-4 oils? i. They are limited by EPA regulations for low emission engines. The ash and zinc levels are of concern for Diesel Particulate Filters and catalytic emission control devices. The lower TBN is the result of reduced fuel sulfur levels. ULSD (Ultra Low Sulfur Diesel) which went into effect for off-road use in 2010, has a sulfur level of 15 ppm vs. the earlier sulfur levels of 500 ppm (circa 2006) and 5000 ppm (prior to 2006). 9. Are the sulfated ash and phosphorous (ZDDP) limits on the CJ-4 oils only for DPF considerations? Are either or both concerned with catalyst degradation? i. They are primarily set for DPF considerations. However, the phosphorous and sulfated ash levels also impact catalyst oxidation and plugging. They are also regulated due to the sensitivity of NOx sensors. 10. How will drain intervals be affected? a. While CJ-4 oils have lower TBN, zinc, and sulfated ash levels than CI-4 oils, drain intervals will not be affected. CJ-4 oils have better oxidation resistance than CI-4 oils. In the past, the limiting factor for drain interval was TBN depletion. Now, with ULSD (Ultra Low Sulfur Diesel) being the North American standard diesel fuel, the controlling drain interval factor is oxidation related. There are less strong acids coming from fuel sulfur to deplete TBN. Higher engine crankcase temperatures make oxidation control the critical factor in newer engines. During high temperature operation, the oil can degrade (oxidize) resulting in a significant increase in the viscosity of the oil (which could inhibit the oil flow at lower temperatures) and the formation of engine deposits in the form of varnish on the pistons and rings which could lead to ring sticking and higher oil consumption. b. FPT Tier 4B engines will recommend the use of 10W40 CJ-4 Unitek oil The drain interval if this oil is used will be 600 hrs for AG and 500 hrs for
Construction applications. If a 15W40 CJ-4 oil is used the drain intervals will be reduced to 300 hrs for AG and 250 hrs for Construction applications. 11. What about Inventory Management? a. Will I need to do anything special for my bulk inventory? Run the inventory of the prior engine oil down to 2% or less of the storage tank capacity. b. How about my packaged goods? CI-4 oils can continue to be used in all applications except DPF (Diesel Particulate Filter) equipped engines, and Tier 4B engines. Those engines should only use CJ-4 oils. 12. Can the old and new products be mixed? a. The new and old products can be mixed. However, the mixed product will have different characteristics than either of the pure products. If the sulfated ash content of the mixture is too high it could cause problems with DPF assemblies on Tier 4 engines. 13. What is the allowable % mix for other fluids and the new ENGINE OILS? a. The CJ-4 oils are required in DPF engine applications. No more than 2% of a high ash oil (CI-4) should be added to a CJ-4 oil in a DPF application. Mixing for other applications is not restricted. 14. What are the Product Specs for the new ENGINE OILS? a. See the Product Specifications section of the website. PRODUCT SPECIFIC EXTENDED LIFE COOLANT 1. Why is this Product Needed? a. It will be REQUIRED for FPT Tier 4B Engines. Increased cylinder pressures in Tier 4B engines will create additional thermal load on the engine structure resulting in the formation of deposits. The deposit problem is resolved by using OAT coolant. b. Additionally, the factory fill coolant for all FPT engines will be changing to OAT coolant. Engines with OAT factory fill coolant will recommend the use of OAT coolant as service fill. There will be compatibility issues if Non-OAT coolant is used as service top off or fill in an engine factory filled with OAT coolant. 2. What is the Plan for Servicing FPT Engines? a. Tier 4B Engines will use OAT coolant for factory fill and required service fill. b. Other machines still in production using FPT engines will begin using OAT coolant as factory fill in 2014. Prior to the switch they will continue to use Non-OAT coolant. The recommended service fill for these machines will be the same as the factory fill that was used. For machines filled with Non-OAT coolant, customers will have the option of switching their service fill to OAT if the proper flushing procedure is followed. c. Legacy machines that are out of production were factory filled with Non-OAT coolant. The recommendation for those machines is to continue using Non-OAT coolant for service fill to avoid any material compatibility problems. 3. What is the Plan for Servicing Non-FPT Engines? a. It is expected Non-FPT engines will continue to use Non-OAT coolant as factory fill, and will recommend Non-OAT coolant for service fill. This is subject to revision based on CNH manufacturing decisions.
4. What are some of the benefits of an extended life OAT coolant? a. OAT coolants provide superior protection, especially for light alloys. The chemical characteristics of OAT coolants are stable over extended time periods, avoid deposit build up, have no liner cavitation issues, and have lower electrical conductivity. Heat transfer is also improved with the use of OAT coolants. 5. What is the Expected Service Life of the OAT Coolant? a. CNH has not yet defined the expected service life, but it is estimated to be in the range of three (3) years, or 3,000 to 6,000 hours. Actifull OT is not a fill for life fluid. The coolant will need to be replaced at the end of its service life. 6. Does Actifull OT need SCA s, boosters, or extenders of any kind? a. None of those are required. No extender is available to extend the service life of Actifull OT. 7. How does the new COOLANT Compare to the old products? a. The extended life OAT coolant still uses ethylene glycol. The difference is the additive chemistry which is based on OAT (Organic Acid Technology) instead of the IAT (Inorganic Acid Technology) used in standard coolants. b. The active ingredients in the OAT product are organic salts (potassium and sodium salts). The salts form a protective layer for corrosion and liner cavitation protection. There are also chemicals present to protect against foaming and oily contaminants. c. The organic salts deplete more slowly than the inorganic additives in conventional coolants, and are less likely to form deposits. This allows the OAT coolant to have an extended service life. d. The OAT product offers better heat transfer properties than conventional coolants. 8. What Applications can the new COOLANT be used in? a. The OAT coolant will be REQUIRED for the FPT Tier 4B engines due out in late 2013. This is due to the increased cylinder pressures and higher heat load on those engines. Failure to use OAT coolant will result in the formation of deposits in the engine. The OAT coolant can be used in other applications where there are no material compatibility issues. 9. Are there any application EXCEPTIONS for the new COOLANT? a. There are restrictions due to incompatibility with certain elastomer material components in an engine. Check with CNH for details. Incompatible materials will soften and lead to coolant leaks. 10. What is the forward and backward Compatibility of the old and new COOLANTS? a. The extended life coolant is acceptable for both old and new equipment with the exception of some elastomer materials as noted under EXCEPTIONS. A system which has been using standard IAT coolant must be thoroughly flushed before introducing an OAT coolant. 11. What is the flush procedure when switching from an IAT (standard) to an OAT (extended life) coolant? i. Empty the IAT coolant from the cooling circuit ii. Refill the cooling circuit with water. iii. Start the engine and run for at least 30 minutes. iv. Stop the engine and drain the water. v. Repeat steps ii, iii, and iv (total of two water flushes)
vi. Check for the presence of nitrites. vii. If the nitrite level is <40 mg/liter the system can be filled with OAT coolant. viii. If the nitrite level is >40 mg/liter continue with the flushing process until the nitrite level is <40 mg/liter. 12. What about Inventory Management of COOLANTS? i. Will I need to do anything special for my bulk inventory? A tank which stored IAT coolant must be thoroughly flushed before an OAT coolant can be introduced. There is a special procedure which must be followed for the flushing of the tank before introducing OAT coolant. ii. How about my packaged goods? IAT coolant can continue to be sold into applications where recommended. IAT and OAT coolants should not be mixed in a system. 13. Can the old and new COOLANTS be mixed? a. Mixing is not advised. Any mixture of more than 10% IAT into OAT, or 10% OAT into IAT, is likely to cause problems such as deposits and reduced corrosion protection. b. If more than 10% IAT is introduced into an OAT system the resulting mixture should be viewed as an IAT product in terms of service life, monitoring, and maintaining protection levels. 14. Is there a way to monitor the level of IAT in the coolant? Nitrite test strips can be used to measure the IAT level in a mixture. The nitrite level should be less than 20-40 mg per liter. Higher levels of nitrite would indicate the presence of more than 10% IAT in the mixture. 15. Is periodic testing of the OAT product required? a. Testing is not required. It may be advisable to periodically check freeze point and ph. The OAT product will maintain full protection to a ph level as low as 6. 16. What is the allowable % mix for other COOLANTS and the new COOLANT in equipment? a. Limit to no more than a 10:90 ratio of the two coolant types. 17. What color is the ELC Coolant? What is the significance of the color? a. The ELC coolant is yellow. There is no significance to the color of any coolant. Color does not correspond to any particular type of coolant. Various colors are used for the same type of coolant by different suppliers. 18. Will the extended life coolant be offered as both a pre-mix and concentrate? a. Yes. Pre-Mix will be 50/50. 19. What Sizes Will Be Available? a. 50/50 Pre-Mix 1-gal, 2.5-gal, 55-gal, 275-gal b. Concentrate 1-gal, 55-gal, 275-gal 20. What are the Product Specs for the new COOLANT? a. See the Product Specifications section of the website.