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- 1992 XLT
Another thread elsewhere morphed into this discussion. I posted something and somone PM'd me based on that post and I was politely requested to start a new thread in this forum so we, here in this highly regarded forum we might explore <g> this more deeply, where more people might see it and chime in. The questions was (indirectly as the previous thread as it morphed) "Can you put Merc V ATF into a Merc III ATF designed tranny?". Some of us said..."no, don't"... and were fairly questioned why we felt that way. In reply I posted what follows below ... now mind you.. like I said in that post (and as you read below) I cannot claim any high ground but this may deserve some airing ... so this forum can have a reasoned position. Soo....Have at it guys!
We start...Hang onto your funnels....
What I posted:
"The issue of dual compatability and Mercon ATF backwards compatibility has been long debated. I do not claim to have the "only right answer" but will share my thoughts, for what they may be worth.
First before I forget here is link to a similar thread on a sister site, FORD TRUCK FORUM
http://www.ford-trucks.com/forums/s...&threadid=93464
Anyway here goes, in sort of numbered "bullets":
1. Mercon V has some different characteristics than Merc III. There are different friction modifiers for one thing. While you think of oil as a lubricating fluid, in a "wet clutch" setup, what happens at the molecular level at the clutch plate/friction surface is apparently a pretty wierd complicated thing. When it's wrong you get shudder, excess slippage etc. If you use Merc III where you should use Merc V those are common complaints.
2. I believe, but am not sure, that friction material for use with Merc V may be different in characteristic than in the transmissions designed for Merc III. The transmissions using Merc V, as a rule (to my knowledge) tend to use modulated solenoid activation of some clutch aspects (like torque convertor). I think the clutch material was adjusted for the microscopic slippage that is built into these things (yes the computer actually not only allows, it programs some slippage!).
3. Some Merc V does not meet the differing specs for Merc III (!) [Most does].
4. Dual compatability fluids like synthetics can be used both places. (!)
5. The manufacturer has recommended against using Merc V in transmissions designed for Merc III.
Ok all that said... knowledgeable folks have said that using a Merc V that also meets Merc III standards should not cause a serious problem. I do believe any problem would be at the fluid/clutch/steel interface level and manifest itself in excess slippage or grabbiness, I do not know which.
So, with all this confusion..... WHY would you want to take any chances?
Hence my advice, do NOT use MERC V is a transmission designed for MERC III. If you want the (semi) synthetic benefits of Merc V, go with a full synthetic that says it is useable in a Merc III application.
I hope this adds something of value to the discussion and doesn't just add to the confusion."
[Some edits for clarity to the previous post were added. No words were harmed in the process]
We start...Hang onto your funnels....
What I posted:
"The issue of dual compatability and Mercon ATF backwards compatibility has been long debated. I do not claim to have the "only right answer" but will share my thoughts, for what they may be worth.
First before I forget here is link to a similar thread on a sister site, FORD TRUCK FORUM
http://www.ford-trucks.com/forums/s...&threadid=93464
Anyway here goes, in sort of numbered "bullets":
1. Mercon V has some different characteristics than Merc III. There are different friction modifiers for one thing. While you think of oil as a lubricating fluid, in a "wet clutch" setup, what happens at the molecular level at the clutch plate/friction surface is apparently a pretty wierd complicated thing. When it's wrong you get shudder, excess slippage etc. If you use Merc III where you should use Merc V those are common complaints.
2. I believe, but am not sure, that friction material for use with Merc V may be different in characteristic than in the transmissions designed for Merc III. The transmissions using Merc V, as a rule (to my knowledge) tend to use modulated solenoid activation of some clutch aspects (like torque convertor). I think the clutch material was adjusted for the microscopic slippage that is built into these things (yes the computer actually not only allows, it programs some slippage!).
3. Some Merc V does not meet the differing specs for Merc III (!) [Most does].
4. Dual compatability fluids like synthetics can be used both places. (!)
5. The manufacturer has recommended against using Merc V in transmissions designed for Merc III.
Ok all that said... knowledgeable folks have said that using a Merc V that also meets Merc III standards should not cause a serious problem. I do believe any problem would be at the fluid/clutch/steel interface level and manifest itself in excess slippage or grabbiness, I do not know which.
So, with all this confusion..... WHY would you want to take any chances?
Hence my advice, do NOT use MERC V is a transmission designed for MERC III. If you want the (semi) synthetic benefits of Merc V, go with a full synthetic that says it is useable in a Merc III application.
I hope this adds something of value to the discussion and doesn't just add to the confusion."
[Some edits for clarity to the previous post were added. No words were harmed in the process]