John Deere Oil Grease

Catalog
Plus-50™ II Premium Engine Oil Break-In™ Plus
15W-40 | 10W-30 | 5W-40 | 0W-40
– Developed for both new and rebuilt/
– Full-fleet solution remanufactured engines
– Superior protection for most engines – Initial service interval equal to
– Delivers excellent low temp and low Plus-50 II
emission engine performance – Formulated to protect valve train
– Extended drain interval up to 500 hours and gears
when used with a John Deere filter – Provides controlled environment for
– Exceeds industry standards and piston rings and cylinder liners
John Deere standards – Use in all John Deere diesel engines at
– Developed and tested for off-road all emissions certification levels
conditions

Torq-Gard™ Turf-Gard™
15W-40 | 10W-30 | 5W-30 | SAE 30 10W-30 | 5W-30

– Recommended for diesel and gasoline – Recommended for all 4-cycle gasoline
engines engines (lawn and garden applications)
and automotive gasoline engines
– SAE 15W-40 and 10W-30 ideal for mixed requiring API SP classification oil
commercial fleets
– Provides engine wear protection and
– SAE 5W-30 provides maximum protection fuel-efficient lubrication
for low-temp pump ability engines
– Rapid oil circulation in cold and hot
– SAE 30 offers superior resistance to wear, weather
oxidation, and deposit characteristics

1
Contents

Engine Oil Part Numbers

Plus-50™ II Engine Oil — 0W-40 – Full Synthetic Torq-Gard™ Engine Oil — SAE 30
Part Number Size Pkg. Qty. Part Number Size Pkg. Qty.
TY26665 946 ml (1 qt.) 12 TY26790 946 ml (1 qt.) 12
TY26664 3.78 L (1 gal.) 6 TY26791 3.78 L (1 gal.) 6
TY26667 18.9 L (5 gal.) 1 TY26792 18.9 L (5 gal.) 1
TY26666 208 L (55 gal.) 1 TY26793 208 L (55 gal.) 1
TY27354 1040-L (275 gal.) tote 1
Torq-Gard Engine Oil — 5W-30
Plus-50 II Engine Oil — 5W-40 – Synthetic Part Number Size Pkg. Qty.
Part Number Size Pkg. Qty. TY26803 946 ml (1 qt.) 12
TY27740 3.78 L (1 gal.) 1 TY26804 18.9 L (5 gal.) 6
TY27741 18.9 L (5 gal.) 1
Torq-Gard Engine Oil — 10W-30
TY27742 208 L (55 gal.) 6
Part Number Size Pkg. Qty.
Plus-50 II Engine Oil — 10W-30 TY26797 18.9 L (5 gal.) 1
Part Number Size Pkg. Qty. TY26798 208 L (55 gal.) 1
TY26669 946 ml (1 qt.) 12
Torq-Gard Engine Oil — 15W-40
TY26668 3.78 L (1 gal.) 6
Part Number Size Pkg. Qty.
TY26671 18.9 L (5 gal.) 1
TY26799 946 ml (1 qt.) 12
TY26670 208 L (55 gal.) 1
TY26800 3.78 L (1 gal.) 6
TY27734 1040-L (275 gal.) tote 1
TY26801 18.9 L (5 gal.) 1
Plus-50 II Engine Oil — 15W-40 TY26802 208 L (55 gal.) 1
Part Number Size Pkg. Qty.
Turf-Gard™ Engine Oil — 5W-30
TY26674 946 ml (1 qt.) 12
Part Number Size Pkg. Qty.
TY26673 3.78 L (1 gal.) 6
TY25121 946 ml (1 qt.) 12
TY26675 9.46 L (2 1 2 gal.) 2
TY26679 18.9 L (5 gal.) 1 Turf-Gard Engine Oil — 10W-30
TY26677 113.6 L (30 gal.) 1 Part Number Size Pkg. Qty.
TY26678 208 L (55 gal.) 1 TY22029 946 ml (1 qt.) 12
TY26991 1040-L (275 gal.) tote 1
TY22076 9.46 L (2 1 2 gal.) 2

Break-In™ Plus Oil TY22075 208 L (55 gal.) 1

Part Number Size Pkg. Qty.

TY26661 3.78 L (1 gal.) 6
TY26663 18.9 L (5 gal.) 1

Part numbers subject to change. Available in U.S. and Canada unless otherwise noted.

2
 Engine Oil

Plus-50™ II Premium Engine Oil 15W-40, Features and enefits:

10W-30, 5W-40, and 0W-40 – Superior protection for current and older engines.
Applications: – Extended drain intervals up to 500 hours when using
Plus-50 II and John Deere filters and Ultra Low Sulfur
Plus-50 II Premium Engine Oil has been developed to meet the Diesel (ULSD) fuel in a John Deere engine.†
needs of John Deere engines, both modern and heritage. It is
recommended for all 4-stroke naturally aspirated, turbocharged, – Formulated specifically to inhibit wear, corrosion, sludge,
and supercharged diesel engines, including those with Diesel varnish, and oxidation.
Particulate Filter (DPF), Selective Catalytic Reduction (SCR), – Delivers excellent low-temperature performance.
Diesel Oxidation Catalyst (DOC), and Exhaust Gas Recirculation – Proven performance in low-emission engines.
(EGR). Examples of applications include heavy-duty off-road
equipment, on-road trucks, 4-cycle marine engines, natural – Full-fleet solution.
gas engines, pickups, and automobiles. – Unsurpassed performance in internal extreme/severe
Plus-50 II is an exclusive John Deere formula that exceeds John Deere engine oil requirements dyno test.
current industry requirements and is highly recommended – Excels in delaying oxidation in high heat, heavy-duty
for use in all engines requiring oil with API service categories operations.
of CK-4, CJ-4, CI-4 PLUS, CI-4, CH-4, and CG-4, as well as SN, – Compatible with biodiesel fuels and qualified with B20
SM, SL, and SJ. biodiesel blend.
†
Note: We strongly recommend that all John Deere engines use Plus-50 II oil
to ensure optimal performance, including extended drain-interval options.
Review the service-interval recommendations for each type of engine as
described in the next section.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 82–85.

3
 Engine Oil

Extended Drain Intervals — Only with These engines are designed to deliver power while operating
Plus-50™ II at a reduced emission level. They must use diesel fuel with
15 ppm or less sulfur (ULSD) and diesel engine oil rated at
Service intervals: API CK-4, CJ-4, ACEA E9, or ACEA E6 to remain in compliance
with emission regulations. Use of other specification fuel or
Oil and filter service intervals in John Deere diesel engines are
oils in Tier 4 engines can result in emission noncompliance and
based on a combination of factors, including:
premature DPF service requirements. John Deere Plus-50 II is
1. The type of engine oil and filter in the application. the product recommended for these applications and the only
2. The sulfur content of the diesel fuel. product(b) approved for extended service intervals in
John Deere diesel engines.
3. The volume of oil in the system.
(a)
This 500-hour service interval is now possible in John Deere Tier 4 emission-
4. The power output of the engine.
certified and older diesel engines because of two favorable factors: At the time
We recommend changing the oil and oil filter at least once every when these engines were placed into service, operating conditions regarding
oil class and fuel types were different. Engines beginning service in the U.S.
12 months, even if the hours of operation are fewer than the
before the 1990s were operating with API CE or lower service class oils. The
otherwise recommended service interval. diesel fuel for on-road applications was at 5,000-ppm sulfur, with off-road up
to 10,000 ppm. Environmental concerns and industry regulations have driven
er ice inter als for John Deere ier emission-certified and
improvements to the oil types available, as well as significant reductions in the
older diesel engines: sulfur level of diesel fuel. John Deere Plus-50 II is designed for performance
through longer service intervals, handling the heat and contaminants of
Operators using John Deere Tier 4 emission-certified and older
combustion, while maintaining viscosity, lubricity, detergency, dispersants,
diesel engines may now utilize 500-hour oil and filter service and acid-buffering properties. Diesel fuel sulfur levels have been reduced
intervals beyond what is published in the Operator’s Manual from as much as 10,000 ppm to the current 15 ppm, equating to the elimination
when all of the following conditions are met: of over 99.5% sulfur. These converging factors deliver the achievement of
500-hour service intervals with the oil system capacity already designed
1. John Deere Plus-50 II and John Deere filters are used. into existing John Deere Tier 3 emission-certified and older diesel engines.
(b)
Break-In™ Plus is also recommended for and supports an initial oil-service
2. Use of Ultra Low Sulfur Diesel (ULSD) fuel with a sulfur interval equal to that of Plus-50 II.
content less than 0.0015% (15 mg/kg or 15 ppm) is required.
3. The original volume oil pan (or larger) that was delivered Superior Dispersants and Soot Handling
with the engine is still in use and the oil level is maintained
at normal volumes through the service interval.(a) – Soot is a combustion by-product that collects in the oil and
can cause excessive wear on engine parts.
– To reduce the adverse effects of soot, soot particles must
be dispersed evenly in the oil throughout the drain interval.
– If soot is not dispersed properly in oil, the soot particles stick
to each other and form larger agglomerates.
– The larger soot agglomerates cause the oil to thicken and plug
filters the soot then behaves as an abrasive that reduces the
lubricating capability of the oil.

FEATURE:
Plus-50 II has excellent soot-handling capability.

ADVANTAGE:
If any of the previous conditions are not met, refer to the Operator’s
Manual for the equipment/engine for the engine-oil and filter Plus-50 II retains its viscosity and protects better than
service recommendations. industry CK-4, CJ-4, CI-4 PLUS, CI-4, and CH-4 oils.

er ice inter als for John Deere ier emission-certified BENEFIT:

diesel engines: Plus-50 II provides superior lubrication for longer
engine life and maximum drain intervals, resulting
Operators must follow the engine-oil and filter service interval
recommendations in the Operator’s Manual.
in cost savings.

Looking for more information? See the questions and answers section on pages 81–91.

4
 Engine Oil

Performance-Level Comparison MACK

M A C K TT-12
-1 2 MACK
M A C K TT-13
-1 3
30 50 100 160
Lower is better Lower is
Lower is better Lower is

Oil is not just oil. There is a difference between high-

Better Better

Kinematic Viscosity Increase @ 40C

24 max.
25 125 max.
40 80 75 max.
35 max.

IR Peak @ EOT (A/cm)

performance oils and oils that just meet the minimum
120

Cylinder Liner Wear

20
17

Lead Increase
30 60

industry requirements: 15

20 40
80

10
9 36 40

– Universal competitive oils in the marketplace only have to 5

10 20
12

meet minimum performance levels set by the API. Using 0 0 0 0

minimum-level oils will result in reduced performance and

shorter engine life.
– John Deere Plus-50™ II Premium Engine Oil exceeds all industry CUMMINS
C U M M I N S IISM
SM
requirements and meets the high standards set by John Deere 25
Lower is better Lower is
Better
60

Oil Filter Plugging @ 250 Hours

Adjusting Screw Weight Loss

engineers.
49 max.
19 max. 50
20

– John Deere Plus-50 II Premium Engine Oil is developed to give

40
15

the maximum engine protection and the longest life possible.

30

10
20

During the course of oil development and qualification, we test 5 3

9.6
10

the oil under extreme conditions using a specially developed 0 0

engine test:
– This test was developed by John Deere as a standardized test.
It is the most severe diesel engine test in the industry for
lubricant thermal-oxidation.
– It involves running a John Deere engine for hundreds of Limited Performance Warranty
continuous hours, without oil top-up under extreme test John Deere guarantees Plus-50 II Engine Oil will meet or
conditions. exceed the performance needs of diesel engines. Regardless
– The objective of the test is to ensure the oil can survive the of hours or miles, John Deere will pay for any damages (parts
severest conditions our engines may experience, including and labor) to your engine which are caused by a Plus-50 II
pistons deposits, wear, and oil oxidation over the service life oil defect so long as:
of the oil. – The oil defect is verified by oil analysis.
– This is the primary engine oil test used by John Deere to – The engine oil used is confirmed to be unadulterated and
determine how well an oil will perform in heavy-duty, off- non-contaminated Plus-50 II.
road applications.
– Plus-50 II meets the engine manufacturer’s specifications
for the service and application.
Engine Tests for API CK-4
– The engine is used under normal operating conditions and
In addition to our own extensive testing, we also participate maintained according to manufacturer’s recommendations.
in all of the tests that define the minimum requirements of
To secure warranty service, report the product failure to an
API CK-4 oil. Graph comparisons show lubricant test results
authorized John Deere dealer.
must be at or below the CK-4 limit for approval. Lower is
better. Results represent the magnitude of Plus-50 II’s To make a claim under this warranty, it will be necessary to
performance compared to the metrics for API CK-4 category provide the following as part of the technical investigation:
category requirements. – Records showing that the engine was serviced according
to the manufacturer’s recommendations.
COAT
C OAT CATERPILLAR
C A T E R P I L L A R 11N
N
14 25 0.6
– Submit the used Plus-50 II, along with detailed information
Lower is better Lower is better
of machine and fluid hours, dates, and an oil sample from
Lower is
Better
0.5 max.
Brake Specific Oil Consumption

20 max.
Aeration 40-50 hr Av (%)

13

the failed engine for analysis to determine if oil is defective.

0.5
20
Top Groove Fill (Carbon)

11.80 max.
12 0.4

11
10.9
15
– Make the failed engine available.
0.3

John Deere disclaims all liability for indirect or consequential

9
10
10 0.2

damages.
0.13

5
9 0.1

8 0 0.0 Your rights and remedies pertaining to this warranty are limited as set forth
herein. Implied warranties of merchantability and fitness are not made and
are excluded.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 82–85.

5
 Engine Oil

Plus-50™ II Premium Synthetic Engine Oil Plus-50 II Premium Synthetic Engine Oil
0W-40 5W-40
Plus-50 II Premium Synthetic Engine Oil 0W-40 is excellent for Plus-50 II API CK-4/SN SAE 5W-40 is a synthetic all-season
all climates however, it was specifically developed for customers engine oil that exceeds the requirements of the American
who operate equipment in extremely cold conditions and want Petroleum Institute (API) Service Category CK-4 for use in
to maximize engine life and performance. high-speed 4-stroke diesel engines and is backward compatible
to meet previous API engine oil classifications.
Applications:
Plus-50 II 5W-40 is excellent for all climates however, it was
Excellent for all diesel engines requiring 0W-40 viscosity grade
specifically developed for customers who operate equipment in
and API Service Categories CK-4/SN.
all types of conditions and want to maximize engine life and
Features and enefits: performance.
– Unique to John Deere — formulated with exclusive Plus-50 II Applications:
performance additives and 100% PAO (polyalphaolefin)
For use in heavy-duty off-road applications, on-road trucks,
synthetic base oil.
marine engines, natural gas engines, pickups, and automobiles.
– Excellent for other brands of diesel engines.
Features and enefits:
– Premium performance in automotive and heavy- and light-
duty diesel engines. – Exceeds API CK-4 performance level for diesel engines and
API SN performance level for gasoline engines.
– Synthetic base stock with Plus-50 II additives provides premium
performance in a temperature range of –40 ºC to 50 ºC (–40 ºF – Formulated specifically to inhibit oxidation, deposits,
to 122 ºF). corrosion, and wear, with superior soot control.
– Additive package reduces engine wear, provides superior – Provides maximum sludge and varnish control.
protection against high-temperature thickening compared – Delivers excellent low-temperature fluidity and reduces wear
to competitive oils, and offers additional protection in in cold weather.
neutralizing corrosive acids formed as by-products of
– Extends drain intervals up to 500 hours when used with
combustion.
John Deere filters in John Deere engines.
– Formulated specifically to inhibit oxidation, deposits,
– Designed to provide advanced lubricant performance in
corrosion, and wear, with superior soot control.
modern low-emission engines, and to meet the requirements
– Provides maximum sludge and varnish control. of heavy-duty off-road applications, as well as lighter-duty
– Superior low-temperature fluidity reduces engine startup applications including on-road vehicles.
wear in cold weather. – Reduces maintenance costs and downtime, extending
– Extended drain intervals up to 500 hours when using engine life.
Plus-50 II and John Deere filters in a John Deere engine. – Works in a temperature range of –34.44 ºC to 50 ºC (–30 ºF to
– Reduces maintenance costs and downtime, extending 122 ºF).
engine life.
Always follow Operator’s Manual.

Looking for more information? See the questions and answers section on pages 82–84.
Need more information on API Service Categories? Check out pages 10 and 74.
6
 Engine Oil

Break-In™ Plus Special-Purpose Engine Oil Torq-Gard™ Engine Oil

Break-In Plus is a special-purpose engine oil developed for use in Looking for a hardworking, standard-use oil? Torq-Gard is
rebuilt or remanufactured engines and new John Deere engines your best choice. It protects in a broad range of applications,
during the initial break-in period. including 4-stroke diesel and gasoline engines.
This oil is formulated to provide a controlled environment for Applications:
piston rings and cylinder liners to establish a good mating surface
SAE 15W-40 with API CI-4 PLUS / SL
for maximum performance and long engine life. At the same time,
Break-In Plus provides the necessary wear protection for the valve Recommended for both diesel and gasoline engines in all types
train and gears. of service ideal for mixed commercial fleets.
Application: SAE 10W-30 with API CI-4 PLUS / SL
Break-In Plus is designed for use in rebuilt or remanufactured engines Premium quality recommended for both diesel and gasoline
and new John Deere engines for the initial oil-service interval. engines in all types of service ideal for mixed commercial fleets.
Operate the engine under various conditions, particularly heavy
SAE 5W-30 with API CI-4 / SL
loads with minimal idling, to help seat engine components properly.
High-performance oil that offers maximum protection for diesel
Features and enefits:
and gasoline engines where excellent low-temperature pump-
– Delivers performance and protection for an initial service interval ability is required.
equal to that of our premium Plus-50™ II. During the initial
SAE 30 with API CF / SL
operation of a new or remanufactured engine with Break-In Plus,
change the oil and filter between a minimum of 100 hours and a Recommended for all diesels and gasoline engines with superior
maximum of up to 500 hours. The 100-hour minimum applies to resistance to wear, oxidation, and deposit characteristics.
all new or remanufactured engines, regardless of Tier. The
Features and enefits:
maximum service interval is the same as the service-interval
recommendation for Plus-50 II up to 500 hours. Check your – Neutralizes acid to reduce corrosion.
Operator’s Manual for the maximum interval recommendation. – Provides sludge control for cleaner engines.
– Piston rings and liners establish a good wear pattern for maximum
performance and extended engine life. – Multiple viscosity grades to cover a wide variety of
application temperature ranges.
Break-In Plus provides two major differences from traditional
– Low-temperature fluidity for reduced engine startup wear.
break-in oil:
– Standard drain-interval performance.
– Meets the oil requirements for Tier 4 engines and supports all
legacy engines. – Approved for use in Tier 3 and older engines.
– Service drain interval up to 500 hours. – Meets API standards.

John Deere Break-In Plus Engine Oil can be used for all John Deere – Lower cost option.
diesel engines at all emission-certification levels.
Always follow Operator’s Manual.

Find a new term? Check pages 79 and 80. Got a question? Answer is on page 84.

7
 Engine Oil

Turf-Gard™ 4-Cycle Engine Oil

Turf-Gard is the best option for all lawn and utility equipment in
your fleet. Providing maximum protection for your 4-cycle
gasoline engine, you can count on Turf-Gard to help your engine
stay clean and running, hot or cold, day or night.
Applications:
SAE 10W-30 and SAE 5W-30
– Recommended for all 4-cycle gasoline engines used in lawn
and garden tractors, riders, walk-behinds, edgers, shredders,
commercial mowers, tillers, generators, and other outdoor
powered equipment.
– Recommended for automotive gasoline engines requiring
API SP classification oil.
– Meets ILSAC GF-6A and “Energy Conservation Classification”
for improved fuel economy.
Features and enefits:
– Keeps engine clean.
– Provides effective engine wear protection.
– Provides fuel-efficient lubrication.
– Multiple viscosity grades produce rapid oil circulation in
cold and hot weather for excellent performance.
– Recommended for John Deere equipment and meets or
exceeds manufacturers’ engine warranty requirements.

8
Engine Oil

9
 Engine Oil

Engine Oil Service Classification

ENGINE OIL: SERVICE CLASSIFICATIONS, Plus-50™ II Torq-Gard™ Turf-Gard™
SPECIFICATIONS, AND CATEGORY

15W-40

15W-40
10W-30

10W-30

10W-30
0W-40
5W-40

5W-30

5W-30
EXPLANATIONS

30
Service Classification
Several global associations have established
CK-4 ■ ■ ■ ■
classifications and categories for gasoline and
CJ-4 ■ ■ ■ ■
diesel engine oil-performance ratings. In addition,
some regions and equipment manufacturers have CI-4 PLUS ■ ■ ■ ■ ■ ■

API
performance specifications for their engines and/ CI-4 ■ ■ ■ ■ ■ ■ ■
or oils. Oil manufacturers label their products with CH-4 ■ ■ ■ ■ ■ ■ ■
the common category or classification for the CF ■ ■ ■ ■ ■ ■ ■
region in which their product would likely be used. SN ■ ■ ■ ■ ■ ■
The most common are the American Petroleum
SM ■ ■ ■ ■ ■
Institute (API) and the European Automobile
SL

gasoline
■ ■ ■ ■ ■ ■ ■ ■ ■
Manufacturers Association (ACEA). The chart
API
shown at right lists these associations along ILSAC GF-5 ■ ■
with various manufacturers, and identifies which ILSAC GF-4 ■ ■
classifications John Deere Plus-50™ II, Torq-Gard™, ILSAC GF-6A ■ ■
and Turf-Gard™ engine oils meet. API Category: E9 ■ ■ ■
The American Petroleum Institute. E7 ■ ■ ■
ACEA

ACEA Sequence: European Automobile E3 ■

Manufacturers Association (Association des E2 ■
Constructeurs Européens d’Automobiles). JASO DH-2 ■ ■
JASO: The Japanese Automotive Standards Ford WSS-M2C171-F1 ■ ■ ■
Organization. JASO is part of the Society of EOS-4.5 ■ ■
Automotive Engineers of Japan.
EO-O Premium Plus 07 ■ ■
Mack

ILSAC: The International Lubricant Standardization EO-N Premium Plus 03 ■ ■ ■

and Approval Committee. EO-M Plus ■ ■ ■
MTU: In 1937, the GM Diesel Division, and in 1965, CES 20086 ■ ■
Detroit Diesel. In 1994, partnered with MTU, and CES 20081 ■ ■ ■
in 2000, combined into MTU Detroil Diesel, Inc.
Cummins

CES 20078 ■
in North America.
CES 20077 ■ ■
MB: Mercedes-Benz. CES 20076 ■
DDC: Detroit Diesel Corporation. CES 20075 ■ ■ ■
MAN: MAN Nutzfahrzeuge Group of Nuremberg
MB

228.31 ■ ■ ■
(Germany). The diesel engine developed at MAN by
VDS-4.5 ■ ■
Rudolf Diesel between 1893 and 1897.
VDS-4 ■ ■
Volvo

GM: General Motors. VDS-3 ■ ■

SAE: SAE International, formerly the Society of VDS-2 ■ ■
Automotive Engineers. MAN M3275 ■ ■
MTU Type 2.1 ■ ■
93K222 ■ ■
DDC

93K218 ■
93K214 ■
RLD ■ ■
Renault

RXD ■ ■
RD ■ ■
ECF-3 ■ ■
Caterpillar

ECF-2 ■ ■
ECF-1-a ■ ■
TO-2 ■ ■ ■

More detailed information can be found on pages 72–78.

10
 Engine Oil

Chemical and Physical Properties

Plus-50™ II

ASTM
Property Units Method 15W-40 5W-40 10W-30 0W-40
Viscosity mm2/s (cSt) D 445
@ 40 ºC (104 ºF) — — 128 95.9 87 95
@ 100 ºC (212 ºF) — — 15.6 14.1 12.1 14.7
Viscosity Index — D 2270 127 151 133 162
Pour Point ºC D 97 –36 –51 –40 –57
Flash Point ºC D 92 225 237 223 228
Total Base Number mg KOH/g D 2896 10.5 10.5 10.5 10.5
Sulfated Ash mass% D 874 1.0 1.0 1.0 1.0
HTHS, @ 150 ºC cP D 4683 4.3 3.95 3.6 3.7
(302 ºF)

Break-In™ Plus

ASTM
Property Units Method 10W-30
Viscosity mm /s (cSt)
2
D 445
@ 40 ºC (104 ºF) — — 64
@ 100 ºC (212 ºF) — — 9.7
Viscosity Index — D 2270 134
Pour Point ºC D 97 –42
Flash Point ºC D 92 210
Total Base Number mg KOH/g D 2896 10.5
Sulfated Ash mass% D 874 1.0
HTHS, @ 150 ºC cP D 4683 3.1
(302 ºF)

John Deere Engine Oils Air-Temperature Chart For heavy-duty diesel For gasoline engines:
engines:
Determine oil viscosity based on the expected air-temperature John Deere Turf-Gard™
range during the period between changes. John Deere Plus-50™ II SAE 10W-30
SAE 15W-40 SAE 5W-30
Multi-Grade Mono-Grade SAE 10W-30 John Deere Plus-50 II
SAE 5W-40
John Deere Torq-Gard
50ºC 122ºF SAE 0W-40
40ºC 104ºF John Deere Torq-Gard™
SAE 15W-40
SAE 40

30ºC 86ºF SAE 10W-30

SAE 30
SAE 15W-40

SAE 5W-30
SAE 10W-40

20ºC 68ºF
SAE 5W-40
SAE 10W-30

SAE 30
SAE 0W-40
SAE 5W-30

10ºC 50ºF
John Deere Break-In™ Plus
0ºC 32ºF SAE 10W-30
SAE 10W

–10ºC 14ºF

–20ºC –4ºF

–30ºC –22ºF

–40ºC –40ºF

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
11
 Transmission and
Hydraulic Oil
SALES GUIDE HIGHLIGHTS

General Knowledge
– Developed in 1973 and continuously enhanced – the industry standard in Transmission
Hydraulic Fluid (THF)
– All Hy-Gard™ fluids are multi-grade with high-viscosity index
– Performance tested in both lab and field to meet increased demands
for performance and protection
– Robust properties in transmission hydraulic oil are a must and present
in all versions of Hy-Gard

Hy-Gard™ Low Viscosity Hy-Gard™

– Designed for John Deere and non- – Replacement for Hy-Gard in cold-
John Deere transmission and hydraulic weather applications
systems – Can use in all applications calling for
– Can use in all applications calling for JDM J20D
JDM J20C – Used as factory fill in some machines

Bio Hy-Gard™ II JDM J20

– Replacement for mineral oil-based – No industry standard for THF
hydraulic/transmission oil – John Deere established JDM J20 spec
– Applications: construction, forestry, for minimum THF performance
turf care, city services, waterway, and – Many extra performance tests are
farming operations required for our Hy-Gard family
– Canola-based oil formula and 94%
biodegradable

13
 Transmission and Hydraulic Oil Part Numbers
Hy-Gard™
Part Number Size Pkg. Qty.
TY6354 3.78 L (1 gal.) 6
TY22062 9.5 L (2.5 gal.) 2
AR69444 18.9 L (5 gal.) 1
TY6238 113.6 L (30 gal.) 1
AR69445 208 L (55 gal.) 1
TY26992 1041 L (275 gal.) 1

Low Viscosity Hy-Gard™

Part Number Size Pkg. Qty.
TY22035 9.46 ml (1 qt.) 12
TY22000 3.78 L (1 gal.) 1
TY22086 9.5 L (2.5 gal.) 2
TY6342 18.9 L (5 gal.) 1
TY6344 208 L (55 gal.) 1
TY27707 1041 L (275 gal.) 1

Bio Hy-Gard™ II
Part Number Size Pkg. Qty.
TY26252 18.9 L (5 gal.) 1
TY22063 208 L (55 gal.) 1

Part numbers subject to change. Available in U.S. and Canada unless otherwise noted.

14
 Transmission and Hydraulic Oil

Hy-Gard™ and Low Viscosity Hy-Gard Features:

Transmission and Hydraulic Oil – Approved by John Deere engineers, Hy-Gard performance is
tested in both the lab and the field to meet increased demands
Hy-Gard and Low Viscosity Hy-Gard transmission and hydraulic for performance and protection of transmissions and hydraulic
oils are unique oils developed by John Deere engineers to meet systems.
the exact needs of John Deere machines. Both Hy-Gard fluids
are multi-grade fluids with high-viscosity index. Low Viscosity – Hy-Gard utilizes a polymeric viscosity index improver to
Hy-Gard has an ISO 32 viscosity grade. Hy-Gard viscosity places expand the usable operating temperature range and make
it between ISO 46 and 68 grades. Hy-Gard may be used in many it a multi-grade oil.
applications specifying either of these grades. Low Viscosity – Reduces wet-brake chatter and ensures high braking capacity.
Hy-Gard has the same performance specifications as Hy-Gard
– Superior wet-clutch performance smooths clutch operation.
and can be used as a replacement for Hy-Gard in cold weather
for most applications. In some machines, Low Viscosity Hy-Gard – High tolerance to water contamination without sludge
is the correct fluid to use year around. Consult the Operator’s formation, which could cause filter clogging and hydraulic-
Manual for recommended fluid operating temperatures. system malfunction.
Applications: – The antioxidation capability allows the oil to work effectively
at high temperatures, helping keep transmissions and
– The exclusive Hy-Gard formula was designed for use in hydraulic system parts cool and clean.
John Deere equipment; however, it can also be used in
many non-John Deere transmission and hydraulic systems. – Provides protection against rust and corrosion, particularly
during low-use periods.
– Low Viscosity Hy-Gard is used for factory fill in some machines.
It is also used as a replacement for Hy-Gard in cold-weather – Anti-wear additives keep gear and bearing wear to a minimum.
applications. Consult the machine’s Operator’s Manual to The extreme-pressure formulation of Hy-Gard develops a
determine what machines require Low Viscosity Hy-Gard. durable surface film, which helps prevent metal-to-metal contact.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 85–86.

15
 Transmission and Hydraulic Oil

5. Prevents the formation of deposits, foam, and water damage

DID YOU KNOW? to all internal parts.
6. Provides proper friction for brakes to ensure low chatter,
Proper viscosity control is extremely important. long life, and high capacity.
If viscosity is too low, it can lead to increased
wear, leakage in pumps and around seals, and JDM J20
generate additional heat. If viscosity is too
high, more energy is used to pump the oil and An industry classification for Transmission Hydraulic Fluid
starvation can occur at lower temperatures. (THF) does not exist. Each manufacturer establishes a minimum
requirement that oils must meet for use in their equipment.
John Deere has established the JDM J20 specification for
minimum THF performance. John Deere does not monitor
competitive or “will-fit” oils, or approve JDM J20 oils. While
Functions:
claiming to meet John Deere requirements, it is possible that
Because some systems have combined transmission and hydraulic the competitive or “will-fit” oils do not meet even the minimum
oil reservoirs, the oil must perform many different tasks at the performance requirements for John Deere machines, which
same time. There is very little margin for error. Robust balanced could result in premature failures.
properties are essential. To understand the complexity of
John Deere Hy-Gard™ and John Deere Low Viscosity Hy-Gard
transmission hydraulic oil, let’s review its functions:
exceed the performance of their JDM J20 specification
1. Prevents wear of heavily loaded gears and bearings. counterparts. The performance requirements for our family
of Hy-Gard products are higher, and many extra performance
2. Provides wear and corrosion protection for the hydraulic pump. tests are mandatory.
3. Provides proper friction for clutches to engage and absorb
shock loads without excessive slipping or abrupt shifts. – Hy-Gard oil can be used in most transmission and hydraulic
applications calling for 10W-30 or 5W-30 engine oil.
4. Withstands extreme pressures in the hydraulic system NOTE: Hy-Gard should be used in all applications calling
without breaking down. for JDM J20C.
– Low Viscosity Hy-Gard should be used in all applications
calling for JDM J20D.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 85–86.
16
 Transmission and
Hydraulic Oil Testing
SALES GUIDE HIGHLIGHTS

Wet Brake Test Hy-Gard™ is formulated to maximize brake capacity with

minimum brake chatter and wear. The Wet Brake Test
proves Hy-Gard produced less brake chatter than tested
competitive oil.

Wet Clutch Test Hy-Gard includes friction modifiers which provides

smooth clutch engagement. The Wet Clutch Test proves
equipment that runs Hy-Gard will perform better than
our competitor’s oil showing smoother engagement,
less slippage, and reduced wear.

Gear Test Hy-Gard contains superior anti-wear additives. The Gear

Test shows Hy-Gard’s additives generate less wear
than a JDM J20 competitive oil.

Low-Temperature Hy-Gard contains polymeric viscosity index improvers.

Flow Test The Low-Temperature Flow Test proves Hy-Gard’s
ability to provide proper viscosity at all operating
temperatures.

Oxidation Test John Deere uses this test to determine a transmission

and hydraulic oil’s ability to protect against extreme
heat. The Oxidation Test proves Hy-Gard parts have no
sludge or deposits after 400 hours of continuous air
injection testing at 160 °C (320 °F).

Hy-Gard™ Competitor’s Oil

17
 Transmission and Hydraulic Oil

Wet Brake Test FEATURE:

Result: Customers can expect better brake-chatter control Hy-Gard provides smooth clutch engagement.
using John Deere Hy-Gard™ Transmission and Hydraulic Oil
compared to oils meeting the minimum performance JDM ADVANTAGE:
J20 specification.
Smooth clutch engagement provides better clutch
Hy-Gard has been formulated to ensure wet brakes have high performance than competitive oils.
braking capacity with minimum brake chatter. Three elements
are considered in the wet brake test: BENEFIT:
Better clutch performance provides longer clutch life
1. Braking capacity — the ability of the brake system to absorb with reduced maintenance costs. Hy-Gard allows
energy, which is measured in torque. limited clutch slippage for smooth engagement, which
2. Torque variation — the ability of the brake system to maintain reduces clutch wear and provides long life. Too little
smooth frictional operation without vibration or brake chatter. clutch slippage results in rough, jerky engagement,
3. Wear — low wear to ensure long life. while too much slippage can cause clutch surfaces to
burn or glaze.

FEATURE:
Hy-Gard Oil is formulated to maximize brake capacity Gear Test
with minimum brake chatter and wear. Result: Wear in the JD 95B final drive test run with Hy-Gard
Transmission and Hydraulic Oil was shown to be less than the
ADVANTAGE: wear of a minimum-performance JDM J20 fluid.
This formula provides better brake-chatter control Anti-wear extreme-pressure additives play a vital role in keeping
than competitive oil. gear and bearing wear to a minimum. Oil without these additives
BENEFIT: lacks the qualities to properly lubricate transmission parts.
Better brake-chatter control provides smooth The JD 95A and B spiral bevel/final drive-gear test measures a
stopping, reduced damage from vibration, fluid’s ability to prevent destructive wear of gear-contact surfaces.
less noise, and longer brake life.

FEATURE:
Wet Clutch Test Hy-Gard contains superior anti-wear additives.

ADVANTAGE:
These additives have been shown to generate less
than the wear of a JDM J20 fluid.
BENEFIT:
Less gear wear extends component life and reduces
downtime.
Hy-Gard Competitive Oil

Result: Customers can expect better clutch performance

(smoother engagement, less slippage, and reduced wear) when
using John Deere Hy-Gard Transmission and Hydraulic Oil.
Three elements are compared in the wet clutch test:

1. The ability of the clutch to provide smooth engagement

under maximum load.
2. The ability of the clutch to resist slippage.
3. The ability of the clutch to resist wear.

18
 Transmission and Hydraulic Oil

Hy-Gard™ Competitive Oil

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
19
 Transmission and Hydraulic Oil

Low-Temperature Flow Test CNH

Case, Case IH ...............MS 1207, MS 1209, MS 1210, MAT3505
Ford/New Holland ........ESN-M2C41-B, M2C134-D, M2C48-B,
M2C48-C, M2C159-B/C, M2C86-B,
FNHA-2C-200, MAT3526,
FNHA-2C-201, MAT3525
Caterpillar...........................................................................TO-2
Clark ............................................................................... MS-68
Deutz ............................................. Hydraulic transmission fluid
Dresser............................................ Transmission hydraulic fluid
(HMS B806-0002)
Eaton Hydraulic Division .........................Hydraulic transmission
(Form 3-401-123)
IHC ...................................................................................... B-6
John Deere ...................... All-weather hydraulic fluid (JDM J21A)
Kubota ..................UDT hydraulic transmission fluid, Super UDT
Oliver ............................................................................ Type 55
Oil needs to flow properly at low temperature to ensure lubricant
Sunstrand .......................................... Hydrostatic transmission
gets to where it is needed. Flow requirements are specified at low
temperature to ensure the proper flow is provided by the oil. The Zetor ........................................................................OT-H, GL-4
picture above reflects how Hy-Gard™ still shows premium level ZF......................... TE-ML 03E, 03L, 05F, 06D, 06E, 17E, and 21F
performance, even in cold temperatures, compared to oils
claiming they meet JDM J20 specifications (tested after aging). Check the perator s anual for specific applications. Low Viscosity Hy-Gard
should be used in place of an SAE 10W oil in John Deere combine hydraulic
transmission systems.

FEATURE:
Hy-Gard contains polymeric viscosity index improvers.

ADVANTAGE:
This additive ensures proper viscosity at all operating
temperatures; competitive oils may not contain this
additive.
BENEFIT:
The proper viscosity at all temperatures increases
efficiency and decreases wear, resulting in lower
operating costs and reduced downtime. It also reduces
the cost of the multiple oil changes associated with
mono-grade oils due to changes in operating
temperatures.

Additional Applications
Hy-Gard can be used when the following oils are specified for
use in hydraulic, transmission, hydrostatic, drivetrain, and/or
gearbox systems:
AGCO
Massey Ferguson .............M1135, M1141, M1139, M1143, M1145
White ................... Q-1722, Q-1766, Q-1766B, Q-1802, Q-1826
Allis-Chalmers, Deutz-Allis, AGCO Allis ...... Power fluid 821 L

20
 Transmission and Hydraulic Oil

Oxidation Test

Hy-Gard™ Competitive Oil

Air-Temperature Chart — John Deere Hy-Gard

Test runs: Hydraulic Transmission Oils
– At 160 ºC (320 ºF) Use the oil viscosity based on the expected air-temperature range
– 400 hours continuous test with air injection during the period between changes. Always check the Operator’s
Manual for specific applications. Some applications may be
John Deere uses a dedicated Oxidation Test to determine restricted at the upper or lower limits of the temperature range.
a transmission and hydraulic oil’s ability to protect against
extreme heat. Oxidation resistance is important to ensure
the oil is durable and will provide the proper performance 50°C 122°F
for the entire service interval.
40°C 104°F
The pictures above show the difference in performance of
Hy-Gard and an inferior hydraulic fluid. The competitor oil has 30°C 86°F
left heavy deposits on the pan and the viscosity has increased
Bio Hy-Gard II

20°C 68°F
JDM J20C
Hy-Gard

dramatically. This can cause valve sticking and the oil may be

Low Viscosity Hy-Gard

corrosive. 10°C 50°F

JDM J20D
Hy-Gard leaves the transmission like new after intense 0°C 32°F
testing. It leaves no sludge or deposits for longer equipment
life. A high-quality tractor hydraulic oil for tough off-road –10°C 14°F
conditions is a must. –20°C –4°F
–30°C –22°F
Chemical and Physical Properties of Hy-Gard Fluids: –40°C –40°F
ASTM Low Viscosity
Property Units Method Hy-Gard Hy-Gard
Viscosity @ 40 ºC mm2/s (cSt) D-445 59 33
(104 ºF)
Pour Point ºC D97 – 40 –51
Flash Point (typical) ºC D92 227 180
Base Number mg KOH/g D2896 8.5 8.5
Viscosity Index — D2270 140 195

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
21
 Transmission and Hydraulic Oil

Bio Hy-Gard II Chemical and Physical Properties:

ASTM
Property Units Method Bio Hy-Gard II
Viscosity @ 40 ºC mm2/s (cSt) D-445 46.5
(104 ºF)
Pour Point ºC D97 – 36
Flash Point (min.) ºC D92 251
ISO Viscosity — — 46

Bio Hy-Gard II has the following biodegradability and

ecotoxicity properties:

– OECD 301b (Sturm) fast biodegradability 75%.

– OECD 202 EC50 >100mg/l.
– CEC L33-A-93 biodegradability 94%.
– WGK rating 1.

Bio Hy-Gard™ II Hydraulic Transmission Oil Vickers 35VQ25 Performance

Bio Hy-Gard II protects your land and your equipment. It can be
25 25
Vickers 35VQ25 Performance

recommended as a replacement for mineral oil-based hydraulic/

transmission oil. Bio Hy-Gard II is formulated for multi-functional 20 20
systems including transmissions, axles, hydraulics, wet brakes,
and wet clutches. It is recommended when biodegradable tractor 15 15

hydraulic fluid or hydraulic oils are desired. Bio Hy-Gard II meets

10 10
the general performance requirements of regular Hy-Gard™.
Applications: 5 5

Forestry, turf care (golf courses/cemeteries), construction, 0 0

city services (garbage collection/street services), waterway Bio Hy-Gard II Competitive Oil
operations, orchards, and farming operations.
Ring Wt. Loss, mg
Features: Vane Wt. Loss, mg
Total Wt. Loss, mg
– Base oil from farm-grown products. Change in Flow Rate, gpm

– Formulated from canola-based oil.

The Vickers 35VQ25 test was performed on Bio Hy-Gard II
– 94% biodegradable. and competitive biodegradable oil. This test evaluates fluid in
– Exceed environmental ecotoxicity performance requirements. high-pressure operation using a Vickers 35VQ25 vane pump with
– Brake chatter suppressed while superior brake performance the test fluid at a specified speed, pressure, and temperature:
maintained. – Three runs of 50 hours each are performed using a new pump
– Excellent corrosion protection. cartridge for each run.

– Compatible with mineral-based oils. – The test consists of operating a Vickers 35VQ25 vane pump at
high-pressure conditions for 50 hours. Test pressure is 3,000 psi,
– Compatible with seal materials used in John Deere and other inlet fluid temperature is 93 ºC (200 ºF), and pump speed is
manufacturer’s equipment. 2,400 rpm.
– The required horsepower input is in the range of 100.
– Evaluation of test results is done by a visual qualitative review
of pump parts and weight-loss determinations.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
22
 Additional Lubricants
SALES GUIDE HIGHLIGHTS

Hydrau™ and Hydrau™ XR

– Specifically designed for use in construction and forestry equipment’s hydraulic and
hydrostatic systems
– Anti-wear additive technology used provides protection against wear and scuffing
in gear, piston, and vane pumps
Enhancements Include:
– Demulsibility performance
– Increased oxidation stability and productivity
– Reduced operating costs
– Extended change intervals

John Deere HD Synthetic Super EX-46HN and

Transmission Fluid Super Hydro 32AU
– Full synthetic, all-climate, heavy-duty – Adoption of a common hydraulic
transmission fluid designed for use platform with Hitachi Construction
in ADTs Equipment and Hitachi Mining Company
– Outstanding thermal stability, oxidation to support John Deere and Hitachi
resistance, and friction durability excavators
– Extends transmission life – Two viscosity grades: ISO 46 & ISO 32
– Formulated with high-quality base oils
and specialized non-zinc additive
technology

23
 Additional Lubricants Part Numbers
Hydrau™ for Construction and Forestry Equipment GL-5 Gear Lube
Part Number Description Size Pkg. Qty. Part Number Description Size Pkg. Qty.
TY27827 Hydrau (ISO 68) 3.78 L (1 gal.) 6 TY6296 GL-5 – 80W-90 946 ml (1 qt.) 12
Gear Lube
TY27366 Hydrau (ISO 68) 9.46 L (2.5 gal.) 1
TY26815 GL-5 – 80W-90 3.78 L (1 gal.) 6
TY27367 Hydrau (ISO 68) 18.9 L (5 gal.) 1 Gear Lube
TY27368 Hydrau (ISO 68) 208 L (55 gal.) 1 TY26816 GL-5 – 80W-90 18.9 L (5 gal.) 1
TY27369 Hydrau (ISO 68) 1041 L (275 gal.) 1 Gear Lube
TY26817 GL-5 – 80W-90 113.6 L (30 gal.) 1
Hydrau™ XR for Construction and Forestry Equipment (Synthetic) Gear Lube
Part Number Description Size Pkg. Qty. GL-5 – 80W-90
TY26204 18.9 L (5 gal.) 1
TY27828 Hydrau XR (ISO 46) 3.78 L (1 gal.) 6 w/ Limited Slip
GL-5 – 80W-90
TY27318 Hydrau XR (ISO 46) 18.9 L (5 gal.) 1 TY26205 208 L (55 gal.) 1
w/ Limited Slip
TY27319 Hydrau XR (ISO 46) 208 L (55 gal.) 1
TY27735 Hydrau XR (ISO 46) 1041 L (275 gal.) 1 GL-5 Synthetic Lubricant
Part Number Description Size Pkg. Qty.
Excavator Zinc-Free Hydraulic Oil (Hitachi)
TY26372 GL-5 – 80W-140 946 ml (1 qt.) 12
Part Number Description Size Pkg. Qty. Synthetic Gear Lube
2908-050 Hitachi Super 18.9 L 1 TY26373 GL-5 – 80W-140 18.9 L (5 gal.) 1
EX-46HN Excavator (5 gal.) Synthetic Gear Lube
Hydraulic Oil
TY26374 GL-5 – 80W-140 60.6 L (16 gal.) 1
2908-046 Hitachi Super 208 L 1 Synthetic Gear Lube
EX-46HN Excavator (55 gal.)
Hydraulic Oil GL-5 Lubricant
TY26529 Hitachi Super 1250 L 1 Part Number Description Size Pkg. Qty.
EX-46HN Excavator (330 gal.)
Hydraulic Oil TY6345 GL-5 – 85W-140 946 ml (1 qt.) 12
Gear Lube
Excavator Zinc-Free Hydraulic Oil (Daphne) TY26812 GL-5 – 85W-140 3.78 L (1 gal.) 6
Gear Lube
Part Number Description Size Pkg. Qty.
TY26813 GL-5 – 85W-140 18.9 L (5 gal.) 1
TY26399 Daphne Super Hydro 18.9 L 1
Gear Lube
32AU Excavator (5 gal.)
Hydraulic Oil TY25050 GL-5 – 85W-140 18.9 L (5 gal.) 1
w/ Limited Slip
TY26400 Daphne Super Hydro 208 L 1
32AU Excavator (55 gal.)
Hydraulic Oil Additional Lubricants
TY27708 Daphne Super Hydro 1250 L 1 Part Number Description Size Pkg. Qty.
32AU Excavator (330 gal.) TY26212 Limited Slip Additive 946 ml (1 qt.) 12
Hydraulic Oil
TY26459 Automatic 946 ml (1 qt.) 12
Transmission Fluid
GL-5 Lubricant (ATF)
Part Number Description Size Pkg. Qty. TY27015 Noise Reducing THF 18.9 L (5 gal.) 1
TY26211 GL-5 – 75W-80 18.9 L (5 gal.) 1 TY26408 HD460 Fully Synthetic 946 ml (1 qt.) 12
w/ Limited Slip Gear Lube
TY27029 Synthetic Air 591 ml 1
GL-5 Synthetic Gear Lube
Compressor Oil ISO 100 (20 oz.)
Part Number Description Size Pkg. Qty.
TY26375 GL-5 – 75W-90 946 ml (1 qt.) 12 HD Synthetic Transmission Fluid
Synthetic Gear Lube Part Number Size Pkg. Qty.
TY26376 GL-5 – 75W-90 18.9 L (5 gal.) 1 TY27751 3.78 L (1 gal.) 6
Synthetic Gear Lube
TY27743 18.9 L (5 gal.) 1
TY26377 GL-5 – 75W-90 60.6 L (16 gal.) 1
Synthetic Gear Lube TY27752 208 L (55 gal.) 1

Part numbers subject to change. Available in U.S. and Canada unless otherwise noted.
24
 Additional Lubricants

50˚C 122˚F

40˚C 104˚F

30˚C 86˚F

20˚C 68˚F

HYDRAU
10˚C 50˚F

HYDRAU XR
0˚C 32˚F

-10˚C 14˚F

-20˚C -4˚F

-30˚C -22˚F

-40˚C -40˚F

Hydrau™ and Hydrau™ XR Applications:

Hydrau and Hydrau XR premium hydraulic oils meet the stringent Hydrau and Hydrau R are specifically designed for use in the
performance requirements of our construction and forestry hydraulic and hydrostatic systems of construction and forestry
equipment hydraulic systems. Hydrau uses a mineral oil base equipment. These fluids exceed the highest industry performance
stock. Hydrau XR uses a synthetic blend base stock. These two standard, ISO 11158, category HV. For John Deere and Hitachi
fluids are available as factory fill and can provide all-season excavators, a system flush of factory-fill zinc-free Hitachi fluid
performance in either extreme high- or low-ambient temperatures. is required before use of any hydraulic fluid containing zinc
From arctic to sustained high-heat conditions, Hydrau and anti-wear additive such as Hydrau and Hydrau XR.
Hydrau XR maintain exceptional resistance to thermal and These products are not for use in mechanical transmissions,
mechanical shear-induced viscosity loss. These hydraulic oils axles, or multi-function systems featuring gears, clutches, or
provide low-temperature pumpability and flow characteristics wet brakes, requiring a Transmission Hydraulic Fluid (THF, like
essential for satisfactory system startup. Proof is shown below Hy-Gard).
in fluidity testing.
Features:
The very effective anti-wear additive technology used in
Hydrau and Hydrau XR provides necessary protection against – Excellent cold-temperature flow characteristics.
wear and scuffing in gear, piston, and vane pumps even in – Exceptional shear stability under severe operating conditions.
severe-service, high-pressure applications. Due to the
– Superior oxidation and thermal stability along with high-
additional exposure to moisture and contaminants found in
temperature viscosity.
construction and forestry operating environments, Hydrau and
Hydrau XR provide enhanced demulsibility performance, – Unprecedented anti-wear performance over full fluid life.
increased oxidation stability, increased productivity, reduced – Outstanding anti-foam and air-release properties.
operating cost, and extended change intervals. Exceptional
– Protects against rust and corrosion.
anti-foam performance contributes to predictable hydraulic
system performance throughout the useful life of the fluid. – Enhanced filtration efficiency.
When stored properly in the original sealed containers, the – Reduced air entrainment.
recommended shelf life for Hydrau and Hydrau XR is three years.

Cold temperature fluidity test 2 C F Hydrau Cold temperature fluidity test C F Hydrau XR

25
 Additional Lubricants

Industry-specific tests: ASTM D943 oxidation test:

Parker Denison F- est This test is designed to measure a fluid’s oxidation stability.
It is an industry-standard specification used for hydraulic
The Parker / Denison HF-0 test is one of the most sought-after fluids that are subject to moisture ingestion commonly found
pump-durability tests when reviewing oil quality and anti-wear in construction and forestry equipment. The test is run at an
protection. The test runs on a hybrid pump that has a variable- oil temperature of 95 ºC ( 203 ºF). The oil sample is in contact
displacement axial piston pump section and a fixed-displacement with oxygen, water, and a copper/iron catalyst to promote the
vane pump section. Both pumps are cycled from minimum onset of oxidation. The test is run until the fluid’s Total Acid
to maximum pressure every two seconds. The vane pump Number (TAN) reaches a level of 2. The longer the time span of
maximum pressure is 3,625 psi and the piston pump maximum the test, the better the fluid is at resisting oxidation. Fluids with
pressure is 4,000 psi. a shorter test duration cannot resist the onset of oxidation and
The test is split into two parts, a “dry” phase and a “wet” will have a shorter service life in the field.
phase. The dry phase is run first for 307 hours with the test Both Hydrau and Hydrau XR have superior oxidation stability and
oil at 110 ºC (230 ºF). Then for the wet phase, 1% water is added will outlast other leading hydraulic fluids by several thousand
to the oil, the oil temperature is reduced to 81 ºC (178 ºF) (so the hours. This means longer service life in excess of 4,000 hours
water does not evaporate out), and the test continues for an on production-class equipment. Service life varies by machine
additional 300 hours. The wet portion of the test is to further and application. Consult your Operator’s Manual for recommended
stress the fluid and to assess its hydrolytic stability and its ability change intervals.
to provide continued lubrication under such extreme conditions.
A fluid that cannot perform under such extreme conditions will Physical specifications:
show significant pump wear during the post-test inspection.
Operating Range Test Method Hydrau Hydrau XR
Both Hydrau™ and Hydrau™ XR passed this test with minimal Ambient –25 ºC (–13 ºF) to –40 ºC (–40 ºF) to
wear on both the vane and piston pump sections. Temperature 50 ºC (122 ºF) 40 ºC (104 ºF )
Physical Properties
ISO Viscosity Grade 68 46
Viscosity @ 40 ºC (104 ºF ) ASTM D445 67.5 cSt 43.10 cSt
Viscosity @ 100 ºC (212 ºF ) ASTM D445 11.9 cSt 10.37 cSt
Viscosity Index ASTM D2270 174 236
Brookfield Viscosity
ASTM D2983 5,500 cP —
@ –25 ºC (–13 ºF)
Brookfield Viscosity
ASTM D2983 — 8,850 cP
@ –40 ºC (–40 ºF)
Pour Point ASTM D6749 –45 ºC (–49 ºF) –48 ºC (–54.4 ºF)
Flash Point ASTM D92 215 ºC (419 ºF) 195 ºC (383 ºF)
Copper Strip Corrosion ASTM D130 Class 1A Class 1A
Oxidation Stability ASTM D943 >5,000 Hours >7,000 Hours
ASTM D877 >35 kV >35 kV
Test Standards Name Hydrau Hydrau XR
Pump run with Hydrau ASTM D5182 F2G * 11
Test passed Vickers
ASTM D6973 35VQ Vane * Pass
Pump Test
Thermal
ASTM D2070
Stability Test
Copper
* 2
Rating
Steel Rating * 2
Total Sludge * 4.6

Ran with thinnest viscosity fluid.

Pump run with Brand X

Test failed

26
 Additional Lubricants

Applications:
These products are engineered and produced to meet the
specific requirements of excavator hydraulic systems.
Features:
– A non-sludge-type, heat-resistant, wear-resistant, long-life
hydraulic fluid prepared with a combination of a non-zinc, ash-
less extreme-pressure additive and a variety of antioxidants.
– 46HN matches the hydraulic factory-fill product for all metric
excavator models, both John Deere and Hitachi.
– Stable formulation for maximum service intervals.
– Superior low-temperature performance.
– Quality base oil resists oxidation.
– Viscosity stable across full operating temperature range.
– Protection against rust and corrosion.
– Predictable hydraulic-system performance.

Excavator Hydraulic Oil Not for use in:

Through our marketing agreement with Hitachi Construction These products should not be mixed with other lubricants or put
Equipment and Hitachi Mining Company to represent and into systems that use zinc-type-additive oils. These products are
support John Deere and Hitachi excavators marketed in the not for applications calling for Hy-Gard™, JDM J20C, or JDM J20D.
Americas, we have adopted a common hydraulic platform that They are not for use in mechanical transmissions, axles, or multi-
includes the integration of this specialized hydraulic fluid. Super function systems featuring gears, clutches, or wet brakes.
EX-46HN and Super Hydro 32AU are offered in two viscosity
grades, ISO 46 and ISO 32.
John Deere excavators in the Americas share a common factory
fill and recommended service fluid with Hitachi excavators and
mining shovels manufactured worldwide. We offer this same
exact factory-fill product as the aftermarket solution for
excavators. This specialized fluid uses an alternate chemistry-
additive approach to provide excellent performance and
protection in these hydraulic systems.
Super EX-46HN and Super Hydro 32AU are manufactured
to exact engineering specifications and are available through
John Deere and Hitachi equipment dealers in North and South
America. These products are formulated with high-quality base
oils and specialized non-zinc-additive technology to deliver
a very stable excavator hydraulic oil.
Physical specifications:
46HN 32AU
Test Method Unit ASTM# Typical Value Typical Value
ASTM Color — D-1500 L0.5 Light Yellow
Density @ 15 ºC
cm3 D-1298 0.86 0.87
(59 ºF)
Flash Point ºC D-92 238 222
Kinematic Viscosity
cSt D-445 47.54 31.82
@ 40 ºC (104 ºF )
Viscosity Index — D-2270 125 102
Pour Point ºC D-97 –42.5 –40
Total Acid Number mgKOH/g D-974 0.04 0.06

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
27
 Additional Lubricants

John Deere Heavy-Duty (HD) Synthetic

Transmission Fluid for Articulated Dump Features:
Trucks (ADTs) – Superior wear resistance and protection.

John Deere HD Synthetic Transmission Fluid is a full synthetic, – Extended transmission life.
heavy-duty transmission fluid designed for use in transmissions – Improved shift quality.
operating in severe conditions. It provides superior protection – Outstanding thermal stability and oxidation resistance.
against thermal breakdown and is ideal for year-round use in
all climates. – Excellent shear stability.
– Exceptional friction durability for long service life.
Typical properties:
Meets Allison Automatic Transmission Fluid Specification
John Deere HD Synthetic Transmission Fluid -2 AN- for severe- and extended-duty intervals.
Viscosity, ASTM D 445
cSt @ 40 ºC (104 ºF ) 39 F appro al F meeting re uirements:
cSt @ 100 ºC (212 ºF ) 7.3 TE-ML 03M (transmissions for off-road equipment)
Brookfield Viscosity, ASTM D 5293
–cP @ –40 ºC (–40 ºF ) 8,400
TE-ML 04D (ATF’s for marine transmissions)
Viscosity Index, ASTM D 2270 168 TE-ML 14C (automatic Powershift transmissions for trucks,
Pour Point, ºC, ASTM D 97 –54 busses, and special vehicles)
Flash Point, ºC, ASTM D 92 236
Density @ 15 ºC (59 ºF ) kg/l, ASTM D 4052 0.85 TE-ML 16M and 16S (automatic transmissions in rail vehicles)
Color Red TE-ML 20C (Powershift transmissions – on-road)
TE-ML 25C (Powershift transmissions – off-road)

Need to sharpen your terminology skills? Check out the glossary starting on page 79.

28
 Combine Feederhouse
Synthetic Gear Lubricant
SALES GUIDE HIGHLIGHTS

ynthetic D
– ynthetic D lubricant is specifically designed for heavy-duty gears under high
load-carrying capacity
– Anti-friction characteristics allow it to withstand high thermal loading and resist the
formation of sludge and other harmful by-products of oxidation
– All eries and newer com ines with variable-speed feederhouse drives are factory
filled with HD460 Gear Lubricant
– Can replace - - gear lu e for the combine feederhouse reverser gear case ONLY
– Maintains service life for a wide variety of enclosed industrial gearing, including spur,
bevel, herringbone, and many worm gears

29
 AdditionalGear
Synthetic Lubricants
Lubricant

Combine Feederhouse Features:

Synthetic Gear Lubricant – Improved viscosity control across the operating tempera-
ture range.
Synthetic HD460 Gear Lubricant for combine feederhouse
drives is specifically designed for lubricating heavy-duty gears – Reduces air entrapment for stabilized viscosity and superior
under high load-carrying capacity. Due to its anti-friction cooling.
characteristics, this gear lube also withstands high thermal – Minimizes gear pitting.
loading and resists the formation of sludge and other harmful
– Outstanding oxidation and thermal stability.
by-products of oxidation.
– Withstands high thermal loading and resists the formation
Applications: of sludge.
Synthetic HD460 Gear Lubricant is recommended for higher-
performing gear drives and heavier load conditions. This Physical specifications:
product can replace GL-5 80W-90 gear lube for the combine
D Test
feederhouse reverser gear case ONLY. All 70 Series and newer
Viscosity:
combines with variable-speed feederhouse drives are factory cSt @ 40 ºC (140 ºF) ASTMD445 455
filled with HD460 Gear Lubricant. HD460 protects and maintains cSt @ 100 ºC (212 ºF) ASTMD445 51.7
the service life of a wide variety of enclosed industrial gearing, Viscosity Index ASTMD2270 178
including spur, bevel, herringbone, and many worm gears. Flash Point ºC (ºF) ASTMD92 285 (545)
Pour Point ºC (ºF) ASTMD97 –38 (–39 )
Meets ANSI/AGMA 9005-E02. Brookfield, cP ASTMD2983 54,250 @ –25 ºC (–13 ºF)
Brookfield, cP ASTMD2983 218,500 @ –35 ºC (–31 ºF)

U.S. and Canada Synthetic Gear Lubricant

Part Number Description Size Pkg. Qty.
TY26408 HD460 Fully Synthetic 946 ml (1 qt.) 12
Gear Lube

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
30
 Coolants
SALES GUIDE HIGHLIGHTS

General Knowledge Cool-Gard™ II

Pre-Mi
– Fully formulated summer coolant
and winter antifreeze that – Ready-to-use premix formula for freeze
delivers unsurpassed protection protection down to –37 °C (–34 °F)
– Engineered with your equipment, – Pre-mix contains ethylene glycol (EG) and
for your equipment; protects any deionized water
liquid-cooled engine, gas or diesel – Bittering agent added to discourage accidental
– Protects cooling systems for up ingestion
to si years or hours – Best choice for heavy-duty, non-road conditions
– Nitrite-free to protect against
corrosion and an advanced
additive formulation to prevent Cool-Gard™ II
deposits Coolant Concentrate

– 2-ethylhexanoic acid (2-EHA)- – Meant for blending in extreme conditions

free additive package to protect
plastics, elastomers, and seals – Ethylene glycol (EG) based product
– Requires addition of deionized water to achieve
– Compatible with older
desired freeze protection level
equipment up to Final Tier 4
(FT4) engines – Allows for customized mixing to achieve freeze
protection down to –52 °C (–62 °F)
– Exceeds all A M D
(gasoline) and D 2 (diesel)
requirements
Cool-Gard™ II PG
– Different from other coolants by Pre-Mi
highest level of protection for
both on- and off-road – eady-to-use pre-mi with propylene
applications glycol (PG) and deionized water formulation
– Formula offers freeze protection down to
–49 °C (–56 °F)
– Meets same specifications as Cool-Gard II with
less toxicity and increased protection for
animals and wildlife
31
 Coolants

Cool-Gard II
Cool-Gard II is a fully formulated summer coolant, winter
antifreeze that delivers unsurpassed protection from corrosion,
cavitation, foaming, rust, and scaling. Designed to withstand
thermal oxidation and breakdown, Cool-Gard II can easily
handle higher temperature applications.
Cool-Gard II is available in three forms, as a:
– Cool-Gard II Concentrate: For customized mixing to achieve
freeze protection as low as –52 ºC (–62 ºF); ethylene glycol
(EG) based product that requires the addition of demineralized
or deionized water to attain the desired freeze protection level
– Cool-Gard II 50/50 Pre-Mix: Formulated for freeze protection
Coolants Part Numbers down to –37 ºC (–34 ºF); consists of ethylene glycol (EG) and
demineralized water
– Cool-Gard II PG: Ready-to-use, 60/40 pre-mix formulation of
Cool-Gard™ II Concentrate
propylene glycol (PG) and deionized water for freeze protection
Part Number Size Pkg. Qty. down to –49 ºC (–56 ºF).
TY26573 3.78 L (1 gal.) 6
Cool-Gard II PG meets all the specifications of ethylene glycol
TY26574 208 L (55 gal.) 1
based Cool-Gard II, however, Cool-Gard II PG is less toxic to
Cool- ard II Pre-Mi provide an increased level of protection for animals and wildlife
Part Number Size Pkg. Qty. versus conventional ethylene glycol based coolants.
TY26575 3.78 L (1 gal.) 6 Applications:
TY26576 9.46 L (2.5 gal.) 2 Cool-Gard II is engineered with your equipment, for your
TY26577 208 L (55 gal.) 1 equipment. It meets the exact requirements of your machine
TY26578 1249-L (330 gal.) tote 1 while protecting your cooling system for up to six years or
hours.
Cool- ard II P Pre-Mi
Part Number Size Pkg. Qty.
It doesn’t have to be a John Deere machine to get John Deere
protection. Cool-Gard II can protect any on-highway vehicle
TY26968 3.78 L (1 gal.) 6
engine up to:
TY26969 208 L (55 gal.) 1
TY26970 1249-L (330 gal.) tote 1 – 482 803 km (300,000 miles) for heavy-duty engines.

prayer ystem interi er

– 241 402 km (150,000 miles) for passenger, light-duty,
and medium-duty engines.
Part Number Size Pkg. Qty.
N305634 9.46 L (2.5 gal.) 2 Cool-Gard II can also be used for:
TY26555 208 L (55 gal.) 1 – Irrigation pumps.
– Generators.
– Compressors.
– Any other liquid-cooled engine.
When the cooling level gets low and testing indicates that the
freeze point and pH levels are correct, consider using Cool-Gard II
pre-diluted 50/50 coolant for top-off. This will help maintain the
proper chemistry and provide the protection you come to expect.
Ensure the coolant is clear, bright, and particulate free prior to
any refilling.
*Rating applies when complete cooling system flush is performed prior to use.

Part numbers subject to change. Available in U.S. and Canada unless Looking for more information? See the questions and answers
otherwise noted. section on page .

32
 Coolants

Features and enefits: JD - 22 est

✓ i -year or -hour ser ice life in hea y-duty e uipment. Cool-Gard™ II differentiates itself from other coolants on the
✓ 2 km miles for on-highway ehicles with market by providing the highest level of protection for heavy-
heavy-duty engines. duty, off-road applications. The JDQ-1522 test is a proprietary
John Deere test designed to assess oxidation that occurs due
✓2 2 km miles for on-highway passenger to the extreme thermal conditions by testing metals typically
vehicles with light- or medium-duty engines. found in a cooling system. The metals and coolant are combined
– Extended life coolant reducing downtime and lowering and exposed to extreme heat under highly oxidative conditions.
operating costs. Through continual agitation over an accelerated period, this
test accurately depicts the corrosion protection that various
– High thermal and oxidative stability for engines equipped with coolants provide in heavy-duty, non-road applications.
cooled exhaust gas recirculation (EGR).
It proves Cool-Gard II is the premium choice for heavy-duty,
– Nitrite free to eliminate the formation of aluminum corrosion. off-road conditions and is equally suited for any liquid-cooled
– 2-ethylhexanoic acid (2-EHA)-free additive package to protect internal combustion engine.
plastics, elastomers, and seals JD - 22 test conditions:
– Provides superior performance in all liquid-cooling system
– 148 ºC (300 ºF).
designs; diesel and automotive engines.
– Protects against corrosion and deposits in both summer – Seven-day duration.
and winter conditions. Thermal Oxidative Stability Comparison
– Provides cavitation control for longer cylinder liner life and PRODUCT TEST RESULTS
more efficient water-pump performance. (weight changes in mg / metal; less weight change indicates less wear)

– Contains a bittering agent to help discourage accidental Metal Type Cool-Gard II Universal Long Life Automotive
ingestion. Copper 28 269 205 240
– Compatible with Final Tier 4 (FT4) engines as well as older Solder 5 24 32 26
equipment. Brass 17 68 123 151
– Exceeds all requirements of ASTM D3306 and D6210. Steel 6 86 29 173

Product specifications: Cast Iron 5 386 160 361

Aluminum 0 371 342 34
A MD 2 Typical Values for
Tested using John Deere JDQ1-522 thermal oxidative stability test. This test is proprietary to
Property Specification Cool-Gard II
John Deere and evaluates the high temperature oxidation stability of engine coolants.
Specific Gravity
1.065 1.065
(50/50) at –9.1 ºC (15.6 ºF)

Freeze Point (50/50) –37 ºC (–34 ºF) –37 ºC (–34 ºF)

Boiling Point (50/50) 108 ºC (226 ºF) 108 ºC (226 ºF)

Ash Content Mass % 2.5 2.5

pH, (50/50 in DI water) 7.5–11.0 7.9

Chloride, PPM 25 maximum <13

Varies by
Reserve Alkalinity 7
manufacturer
Effect on Automotive
None None
Finish

*Rating applies when complete cooling system flush is performed prior to use.

Find a new term Check pages and . ot a uestion Answer is on page .

33
 Grease
SALES GUIDE HIGHLIGHTS

Severe-Duty (SD) Ideal in rolling contact applications; best for initial lubrication of U-joints and
Polyurea Grease axle bearings at the factory; factory fill grease for most AG equipment
TEMP: –26 to 193 °C (–15 to 380 °F)
MULTI-PURPOSE

NLGI: 2 (THICK) | GC-LB

Heavy-Duty (HD) Ideal in high-temp, extreme-pressure conditions; best for wheel bearings, universal
Lithium Complex and ball joints, suspension systems, and anti-friction plain bearings
Grease TEMP: –26 to 177 °C (–15 to 350 °F)
NLGI: 2 (THICK) | GC-LB
Extreme-Duty Ideal in and around food-processing areas
Synthetic Grease TEMP: –42.7 to 232 °C (–45 to 450 °F)
NLGI: 2 (THICK) | GC-LB
Lithium Grease Ideal for all-season, general-purpose applications; excellent performance in
medium- to light-duty applications (wheel bearings and U-joints)
TEMP: –34 to 143 °C (–30 to 290 °F)
NLGI: 2 (THICK)

Heavy-Duty (HD) Ideal in construction, mining, and heavy industrial equipment; best for pins,
3% Moly Grease bushings, and ball joints
TEMP: –23 to 177 °C (–10 to 350 °F)
SPECIAL-PURPOSE

NLGI: 2 (THICK)
Heavy-Duty (HD) Ideal for machines operating in high-moisture conditions; best for lawn and
Water Resistant grounds, agricultural, industrial, and marine applications
Grease TEMP: –18 to 143 °C (0 to 290 °F)
NLGI: 2 (THICK)
Calcium Sulfonate Ideal in construction, mining, and heavy industrial equipment; best for pins,
5% Moly Grease bushings, and ball joints exposed to high moisture or submerged in water or mud
TEMP: –35 to 149 °C (–25 to 300 °F)
NLGI: 2 (THICK)
Special-Purpose Ideal for John Deere corn heads and other low-speed gear cases
Corn Head Grease TEMP: –34 to 165 °C (–30 to 330 °F)
NLGI: 0 (EXTRA SOFT)

35
 Grease Part Numbers
Multi-Purpose Severe-Duty (SD) Polyurea Grease Special-Purpose Calcium Sulfonate 5% Moly Grease
Part Number Size Pkg. Qty. Part Number Size Pkg. Qty.
CXTY24419 89-ml (3-oz.) twin pack 12 TY27373 444-ml (15 oz.) cartridge 30
TY6341 414-ml (14 oz.)cartridge 30 TY27372 16-kg (35 lb.) pail 1
TY24421 16-kg (35 lb.) pail 1 TY27370 54-kg (120 lb.) keg 1
TY24422 54-kg (120 lb.) keg 1 TY27371 181-kg (400 lb.) drum 1
TY26982 181-kg (400 lb.) drum 1 Not recommended to be used in wheel bearings.

Multi-Purpose Heavy-Duty (HD) Lithium Complex Grease Special-Purpose Heavy-Duty (HD) Water Resistant Grease
Part Number Size Pkg. Qty. Part Number Size Pkg. Qty.
TY24416 414-ml (14 oz.)cartridge 30 TY24425 414-ml (14 oz.)cartridge 30
TY24417 16-kg (35 lb.) pail 1 TY24427 16-kg (35 lb.) pail 1
TY24418 54-kg (120 lb.) keg 1
Special-Purpose Heavy-Duty (HD) 3% Moly Grease
Multi-Purpose Extreme-Duty Synthetic Grease Part Number Size Pkg. Qty.
Part Number Size Pkg. Qty. TY6333 414-ml (14 oz.)cartridge 30
TY25744 414-ml (14 oz.)cartridge 12 TY22017 16-kg (35 lb.) 1
pail
Multi-Purpose Lithium Grease TY24502 54-kg (120 lb.) 1
Part Number Size Pkg. Qty. keg

PT507 414-ml (14 oz.)cartridge 30 TY26980 181-kg (400 lb.) drum 1

Not recommended to be used in wheel bearings.
PT575 16-kg (35 lb.) pail 1

Corn Head Grease

Part Number Size Pkg. Qty.
AN102562 414-ml (14 oz.) cartridge 30
AH80490 16-kg (35 lb.) pail 1
TY24428 54-kg (120 lb.) keg 1

Part numbers subject to change. Available in U.S. and Canada unless otherwise noted.

36
 Grease

Grease Grease must perform several different functions simul-

taneously. The product must:
The purpose of grease is to replace dry friction with either
thin-film or fluid-film friction. Choose the correct grease by – Lubricate moving parts to prevent wear.
assessing load, speed, or intermittent action of the moving part. – Protect components from corrosion.
Grease is for use in applications where oil will not collect, such – Flow under all temperatures to protect moving parts.
as open bearings or gears. Operating conditions affect grease – Remain intact and in place under severe pressures or
selection for each application. Conditions include ambient and shock loads.
operating temperature, ambient or water resistance, oxidation
stability, etc. The performance characteristics of the grease – Help seal and keep foreign contaminants out of lubrica-
also need to be understood, including the thickener type, the tion points.
grease grade (consistency), and the viscosity of the base oil. – Remain in place and continue to lubricate when exposed
to water.
Grease lubricants are semisolid and have several important
advantages: They resist squeezing out, they are useful under – Pumpable in automated lubrication systems at a wide
heavy load conditions, and they provide sustained lubrication temperature range.
into areas that are difficult to access.
John Deere grease is specially formulated to meet the demanding
lubricating needs of tough off- and on-road conditions. High-
quality John Deere grease could help you save money through
longer equipment life, reduced downtime, and decreased labor
DID YOU KNOW? and equipment-operation costs.
Proper lubrication is essential to reliable equipment operation.
A lubricant, either grease or oil, by itself is If lubrication is absent, contaminated, or insufficient, metal-
not an enduring substance. It has a service on-metal contact occurs between anti-friction bearing rollers
life requiring replacement to allow bearings and raceways. When this happens, the components will fatigue
to reach their highest potential life span. prematurely and likely fail quickly.

Find a new term? Check pages 79 and 80. Got a question? Answer is on page 87.

37
 Grease

Threats from water, heat, bearing load, and dust put even the
best lubrication products and procedures to the test. John Deere
grease has you covered. It is designed to handle the harshest
conditions. The most common greases used in normal bearing,
bushing, and universal joint applications are NLGI no. 2.
The most efficient and cost-effective machinery-maintenance
program is one that allows for the application of the ideal amount
of lubrication at the proper operating intervals.
John Deere greases are typically described with up to three
qualifying terms: application, thickener, and NLGI grade.
Examples include:
SD Polyurea no. 2: HD Lithium Complex no. 2:
– SD means Severe-Duty – HD means Heavy-Duty
– Polyurea thickener – Lithium Complex thickener
– NLGI no. 2 grade “thick” – NLGI no. 2 grade “thick”
Special-Purpose Corn Head Grease no. 0:
– Corn Head Grease
– Polyurea thickener
– NLGI no. 0 grade “extra soft” or “soft”

The application may be broad coverage or special purpose,

and the manufacturer may choose to describe the expected
use in the name.
The thickener provides a grease-like consistency and maintains
the specified consistency during shearing in the application.
It is also jointly responsible for the application temperature
range that can be covered. Other important performance
items like water resistance are also significantly defined by
the thickener type used.
There are several other classifications applied to grease
presented as physical properties and test results. Dropping
point, additive treatments, and other terms may be included
when describing grease products. Be sure to read the
Operator’s Manual when selecting service grease.

DID YOU KNOW?

The NLGI grade is the measure of the consistency
the thickener provides; it tells the user the
thickness or stiffness of the grease. The NLGI
grading scale begins with 000, 00, 0, or 1, and
goes up to 6. The grade 000, pronounced
“triple aught,” refers to very fluid grease, one
much closer to regular oil. The very common
no. 2 grease has a consistency similar to paste
car wax or cake frosting. The thickest grade
of grease is no. 6 and resembles a solid, non-
pumpable material like a crisp apple. The lower
the number, the thinner the grease.

Looking for more information? See the questions and answers section on page 87.
38
 Multi-Purpose Grease

Multi-Purpose Applications: General properties:

Severe-Duty (SD) – Ideal in rolling contact applications. – Green color (emerald).
Polyurea Grease – Best performance temperature range: – Polyurea thickened.
–26 to 193 ºC (–15 to 380 ºF). – Paraffinic-base oil with extreme-
– For high-temperature, extreme- pressure and anti-rust additives.
pressure conditions.
– Used for initial lubrication in U-joints Performance properties:
and axle bearings at the factory.
– Oxidation stability, 100h (ASTM D942):
– Excellent protection in corrosive and
35 kPa (5 psi) max.
wet conditions.
– Dropping point (ASTM D2265):
– Compatible with most other types
260 ºC (500 ºF) min.
of grease.
– Weld point (ASTM D2596):
– For all-purpose applications, especially
315 kg (395 lb./min.)
those requiring a severe-duty grease.
– Water washout, 80 ºC (176 ºF)
– Factory-fill grease for most AG equipment.
(ASTM D1264): 5% max.
Service ratings: – EMCOR rust test, rating (ASTM D6135):
1 max.
ISO designation ISO-L-X-CEHB 2
NLGI (National Grade 2
Lubricating
Grease Institute)
JDM J13E1, J13E4, and
J13E5
NLGI GC-LB
Meets equipment manufacturers’
extended-service intervals.

Multi-Purpose Applications: General properties:

Heavy-Duty (HD) – For high-temperature and extreme- – Amber color.
Lithium Complex Grease pressure conditions. – Lithium-complex thickened.
– Best performance temperature range: – Formulated to prevent corrosion
–26 to 177 ºC (–15 to 350 ºF). and water washout.
– Heavy-duty, long-lasting grease. – Paraffinic-base oil with extreme-
– High-quality performance in heavy-duty pressure and anti-rust additives.
applications.
– For use in applications where lithium Performance properties:
greases are preferred or recommended. – Oxidation stability, 100h (ASTM D942):
– For wheel bearings, universal joints, 35 kPa (5 psi) max.
suspension systems, ball joints, and – Dropping point (ASTM D2265):
anti-friction plain bearings. 250 ºC (480 ºF) min.
– Weld point (ASTM D2596):
Service ratings:
315 kg (395 lb./min.)
ISO designation ISO-L-X-CDHB 2 – Water washout, 80 ºC (176 ºF)
(ASTM D1264): 10% max.
NLGI Grade 2
– EMCOR rust test, rating (ASTM D6135):
JDM J13C3, J13C3A, and 1 max.
J13C6
NLGI GC-LB
Meets equipment manufacturers’
extended-service intervals.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
39
 Grease
Multi-Purpose Grease

Multi-Purpose Extreme- Applications: General properties:

Duty Synthetic Grease – For use in and around food- – Translucent white color.
processing areas; incidental – Will not run or drip, melt, or separate.
food contact is acceptable (H1). – High dielectric strength.
– Best performance temperature range: – Prevents wear, corrosion, and rust in dry,
–42.7 to 232 ºC (–45 to 450 ºF). dusty, humid, or wet conditions.
– For high- and low-temperature
applications. Performance properties:
– Multi-purpose, extreme-duty grease. – Oxidation stability, 100h (ASTM D942):
35 kPa (5 psi) max.
Service ratings:
– Dropping point (ASTM D2265):
ISO designation ISO-L-X-DGHB 2 260 ºC (500 ºF) min.
– Weld point (ASTM D2596):
NLGI Grade 2
315 kg (395 lb./min.)
NLGI GC-LB – Water washout, 80 ºC (176 ºF)
Food Grade NSF H-1 registered (ASTM D1264): 5% max.
– EMCOR rust test, rating (ASTM D6135):
0 max.

Multi-Purpose Applications: Performance properties:

Lithium Grease – Ideal for all-season, general-purpose – Oxidation stability, 100h (ASTM D942):
lubrication applications. 50 kPa (7 psi) max.
– Best performance temperature range: – Dropping point (ASTM D2265):
–34 to 143 ºC (–30 to 290 ºF). 170 ºC (340 ºF) min.
– For light- to medium-duty wheel – Weld point (ASTM D2596):
bearings and U-joints. 250 kg (550 lb./min.)
– Excellent performance in medium- – Water washout, 80 ºC (176 ºF)
to light-duty applications. (ASTM D1264): 15% max.
– EMCOR rust test, rating (ASTM D6135):
Service ratings: 2 max.
ISO designation ISO-L-X-CCHB 2
NLGI Grade 2
JDM J13C3 and J13C3A

General properties:
– Reddish brown.
– Lithium thickened.

40
 Special-Purpose Grease

Special-Purpose Calcium Applications: General properties:

Sulfonate 5% Moly Grease – For construction, mining, and heavy – Slate-gray color.
industrial equipment. – Calcium sulfonate thickener.
– Premium high-quality calcium – Contains 5% molybdenum disulfide
sulfonate grease. (MoS2).
– Excellent for machines operating
in high-moisture conditions or for Performance properties:
components being submerged in
water or mud. – Oxidation stability, 100h (ASTM D942):
– Best performance temperature range: 35 kPa (5 psi) max.
–35 to 149 ºC (–25 to 300 ºF). – Dropping point (ASTM D2265):
– For use with pins, bushings, and 250 ºC (480 ºF) min.
ball joints. – Weld point (ASTM D2596):
– For use where shock load and sliding 620 kg (1,365 lb./min.)
contact are continuous. – Water washout, 80 ºC (176 ºF)
– Protects against corrosion and (ASTM D1264): 3% max.
oxidation. – EMCOR rust test, rating (ASTM D6135):
– Extreme shear stability. 0 max.
– For applications where pitting, scoring,
and wear failures are a problem.
– For high-temperature and extreme-
pressure conditions.
– Not recommended for high-speed
bearings.
Service ratings:

ISO designation ISO-L-X-CDHB 2

NLGI Grade 2

Special-Purpose Heavy-Duty Applications: Performance properties:

(HD) Water Resistant Grease – Excellent for machines operating in – Oxidation stability, 100h (ASTM D942):
high-moisture conditions. 35 kPa (5 psi) max.
– Best performance temperature range: – Dropping point (ASTM D2265):
–18 to 143 ºC (0 to 290 ºF). 170 ºC (340 ºF) min.
– For lawn and grounds care, agricultural, – Weld point (ASTM D2596):
industrial, and marine applications. 315 kg (395 lb./min.)
– Water washout, 80 ºC (176 ºF)
Service ratings: (ASTM D1264): 5% max.
– EMCOR rust test, rating (ASTM D6135):
ISO designation ISO-L-X-CCHB 2
0 max.
NLGI Grade 2

General properties:
– Blue color.
– Lithium 12 thickened.
– Formulated to prevent corrosion and
water washout.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
41
 Special-Purpose Grease

Special-Purpose Heavy-Duty Applications: General properties:

(HD) 3% Moly Grease – For construction, mining, and heavy – Slate-gray color.
industrial equipment. – Lithium-complex thickened.
– Premium high-quality grease. – Contains 3% molybdenum disulfide
– Best performance temperature range: (MoS2).
–23 to 177 ºC (–10 to 350 ºF).
– For use with pins, bushings, and Performance properties:
ball joints. – Oxidation stability, 100h (ASTM D942):
– For use where shock load and sliding 35 kPa (5 psi) max.
contact are continuous. – Dropping point (ASTM D2265):
– For chain, cable, and conveyor 250 ºC (480 ºF) min.
lubrication. – Weld point (ASTM D2596):
– For applications where pitting, scoring, 315 kg (395 lb./min.)
and wear failures are a problem. – Water washout, 80 ºC (176 ºF)
– For high-temperature and extreme- (ASTM D1264): 10% max.
pressure conditions. – EMCOR rust test, rating (ASTM D6135):
– Not recommended for high-speed 1 max.
bearings.

Service ratings:

ISO designation ISO-L-X-CDHB 2

NLGI Grade 2
JDM J13C7 and J25C
Meets equipment manufacturers’
extended-service intervals.

Special-Purpose Applications: General properties:

Corn Head Grease – Extra-soft grease is formulated for – Green color.
John Deere corn heads and other – Resists moisture and water washout.
low-speed gear cases. – Polyurea-thickened grease.
– Best performance temperature range: – Paraffinic-base oil with extreme-
–34 to 165 ºC (–30 to 330 ºF) pressure and anti-rust additives.
– For high- and low-temperature – Thixotropic – thins to a liquid oil when
applications. hard at work and then thickens when
at rest.
Service ratings:
Performance properties:
ISO designation ISO-L-X-DEHB 0
– Oxidation stability, 100h (ASTM D942):
NLGI Grade 0
35 kPa (5 psi) max.
JDM J13A5 and J13E6 – Dropping point (ASTM D2265):
260 ºC (500 ºF) min.
– Weld point (ASTM D2596):
315 kg (395 lb./min.)
– Water washout, 80 ºC (176 ºF)
(ASTM D1264): 5% max.
– EMCOR rust test, rating (ASTM D6135):
0 max.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
42
 Specialty Product
Cotton Pickers Spindle Lubricants
SALES GUIDE HIGHLIGHTS

John Deere Spindle Grease John Deere Spindle Cleaner

– Lithium-based grease that can be used – Specially formulated, water-in-oil
in all makes of cotton pickers emulsion cleaner compatible with
– Exclusive John Deere formula for lubricating spindle grease
superior performance – Won’t wash off grease like soap
– Performs well over a wide range of and water
temperature conditions – Lubricates and coats spindles
– Applied easily through small nozzles

43
 Cotton Picker Spindle Lubricants
Part Numbers
Cotton Picker Spindle Lubricants
Part Number Description Size Pkg. Qty.
AN114022 Spindle Cleaner 18.9 L (5 gal.) 1
AN114023 Spindle Cleaner 208 L (55 gal.) 1
AN113719 Spindle Grease 14 kg (35 lb.) 1
AN31360 Spindle Grease 54 kg (120 lb.) 1

U.S. — Bulk Spindle Grease

Part Number Description Size Pkg. Qty.
TY25845 Spindle Grease Bulk 1 John Deere Spindle Grease
Part numbers subject to change. Available in U.S. and Canada unless Quality
otherwise noted.
John Deere Spindle Grease is a lithium-based grease that can
be used in all makes of cotton pickers. It is specially formulated
with highly refined base lubricating oils and unique anti-wear
additives to prevent abrasion and extend the service life of
high-wear parts. It’s not just another off-the-shelf product.
John Deere Spindle Grease was specifically designed to
ensure maximum lubricating performance and the efficiency
of high-speed spindles in John Deere cotton pickers, as well
as other makes.
Don’t jeopardize your equipment! Thoroughly tested and
proven to outperform competitive greases, this quality-made
product will provide the best value for your investment. There’s
a tremendous amount of metal-to-metal contact in a picker
head. Using high-quality grease ensures maximum performance
by reducing wear on these metal surfaces.
To keep your equipment running efficiently, even under the
harshest operating conditions, you can depend on John Deere
Spindle Grease.
Superior formula
Not all spindle greases provide the same level of performance.
That’s why John Deere developed its own.
How do we outperform our competitors?
– John Deere Spindle Grease is an ALL-IN-ONE lubricating grease,
gear lubricant, penetrating oil, and corrosion protector.
– High-grade, anti-wear additives and rust inhibitors protect the
spindles and picking unit components, extending the service
lives of all parts.
– Lithium soap holds oil in suspension better than other types of
greases.

44
 Cotton Picker Spindle Lubricants

DID YOU KNOW?

The use of proper base oils ensures excellent
performance and lubrication in extremely hot
operating temperatures. It will not thin out
like other brands. If base oil viscosity is too low,
it can reduce bearing life. If it is too high, a
cotton picker will be forced to use higher
horsepower at lower temperatures.

Features and enefits:

– Special semi-fluid, lithium-based grease developed expressly
by John Deere for use in John Deere and other mechanical
cotton pickers.
– Formula with highly refined base oils, blended and milled
into a lithium-based grease with special additives to enhance
lubrication performance.
– Flows freely, but has sufficient body to resist excessive leakage
from spindle bearings.
– Performs well over a wide range of temperature conditions,
resulting in low, cold-weather-starting torque, yet does not
thin down and leak out at higher operating temperatures.
– Special additives reduce wear and provide rust protection
to equipment while the machine is standing idle during the
off-season.
– Continued and exclusive use provides extended equipment
life and reduces downtime for maintenance.
– Prevents dirt, water, and other contaminants from entering
bearings and other parts being lubricated.
– Meets JDN360 and JDN380 specifications.

HOW DOES JOHN DEERE SPINDLE GREASE ADD VALUE?

If you buy spindle grease based on price alone, you may be
losing money. A lower-priced, lesser-quality spindle grease can
cost a lot more than you expect — especially if it won’t stand up
to the harmful effects of extreme temperatures, high-speed
spindle operation, rust, and corrosion.
John Deere Spindle Grease is competitively priced and is the
best value for your investment. It will help reduce operating
and maintenance costs, and prolong the life of your picker
heads. John Deere picker grease has the consistency needed
to help reduce total grease consumption significantly.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
45
 Cotton Picker Spindle Lubricants

John Deere Spindle Cleaner

Grease compatible
The quality of spindle cleaner you use also plays a critical role
in increasing your harvesting performance and reducing your
operating and maintenance costs. That’s why John Deere
developed its own superior grease-compatible spindle cleaner.
John Deere Spindle Cleaner does much more than soap and
water can do for the spindles and interfacing parts:
– Specially formulated, water-in-oil emulsion is compatible with
lubricating spindle grease. Won’t wash grease off the bushings
like soap and water.
– Water-soluble oil mix easily clears cotton and sticky plant
sap off the spindles and moving parts, even when mixed with
extremely hard water.
– Also lubricates and coats the spindles, and maximizes spindle
doffing.
– Extends the service life of doffers and moisture pads.
Features and enefits:
– Uniquely formulated, water-soluble product when mixed with
water at a ratio of up to 100 gallons of water to 1¹ gallons of
spindle cleaner.
– Moistens and cleans spindles effectively — even when working
DID YOU KNOW? with extremely hard water.
– No harmful effect on doffers and pads such as some other
Soap and Water Aren’t Enough products might produce.
Using dishwashing soap instead of a quality – Applies easily through small nozzles, reducing consumption
spindle cleaner doesn’t protect your picker’s and allowing longer intervals between tank refills.
mechanical parts from rust, oxidation, and
corrosion. – Meets JDN354 specifications.

Even worse, dishwashing soap actually washes

away the lubricating spindle grease from the bushings
and attachments, leaving them unprotected.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
46
 Specialty Product
Fuel Additives
SALES GUIDE HIGHLIGHTS

Diesel Fuel Conditioner Keep Clean

– Extends useful life of fuel by providing – Eliminates deposits that cause injector
improved stability and oxidation wear, damage, and power loss
prevention – For use with all diesel fuels
– Cleans and maintains fuel system for – Extends useful life when used in diesel
optimal power and performance fuel storage tanks
– Combine with Keep Clean to gain – Combine with Diesel Fuel Conditioner
benefits of both products to gain benefits of both products
– Available in regular and Cold Weather
formulas

Emergency Thaw
– Re-liquifies gelled diesel fuel
– Unplugs wax and melts ice in fuel filters
– Restores fuel flow to the engine

FQS 1.5 Microbicide®

– Kills and prevents microbial growth in
gasoline, diesel, and biodiesel fuels
– Decreases microbial activity as quickly
as five hours after initial treatment
– Leaves no corrosive deposits when
burned in fuel

47
 Fuel Additives Part Numbers
Fuel Conditioners for Diesel and Biodiesel Fuel U.S. — FQS 1.5 Microbicide
Part Number Description Size Pkg. Qty. Part Number Description Size Pkg. Qty.
TY27722 Fuel-Protect Diesel Fuel 473 ml 12 PM701014US FQS 1.5 Microbicide™ 946 ml 4
Conditioner (16 oz.) (32 oz.)
TY27722C – Fuel-Protect Diesel Fuel 473 ml 12
California Only Conditioner (16 oz.) Canada — FQS 1.5 Microbicide
TY27723 Fuel-Protect Diesel Fuel 3.8 L 4 Part Number Description Size Pkg. Qty.
Conditioner (1 gal.) 946 ml
PM701032CA FQS 1.5 Microbicide 4
TY27724 Fuel-Protect Diesel Fuel 18.9 L 1 (32 oz.)
Conditioner (5 gal.)
TY27725 Fuel-Protect Diesel Fuel 473 ml 12 Cooling System Flush
Conditioner Cold Weather (16 oz.) Pkg.
Formula Part Number Description Size
Qty.
TY27725C – Fuel-Protect Diesel Fuel 473 ml 12 PMCC2610 Cooling System Flush (Restore) 3.8 L 4
California Only Conditioner Cold Weather (16 oz.) Alkaline-Based Cleaner (1 gal.)
Formula
PMCC2638 Cooling System Flush (Restore 3.8 L 4
TY27726 Fuel-Protect Diesel Fuel 3.8 L 4 Plus) Acid-Based Cleaner (1 gal.)
Conditioner Cold Weather (1 gal.)
Formula
Fuel System Clean-Up 2 Fluid
TY27727 Fuel-Protect Diesel Fuel 18.9 L 1
Part Number Description Size Pkg. Qty.
Conditioner Cold Weather (5 gal.)
Formula TY27017 Diesel Fuel System 2.84 L 4
Clean-Up 2 Fluid (0.75 gal.)

Fuel-Protect Keep Clean Solution for Diesel Injectors Emergency Thaw

Pkg. Part Number Description Size Pkg. Qty.
Part Number Description Size
Qty.
TY27730 Diesel Fuel Flow 946 ml 12
TY26827 Fuel-Protect, Keep Clean 946 ml 6 Improver (32 oz.)
(32 oz.)
TY26827C – Fuel-Protect, Keep Clean 946 ml 6
California Only (32 oz.)
TY26828 Fuel-Protect, Keep Clean 3.8 L 4
(1 gal.)
TY26829 Fuel-Protect, Keep Clean 18.9 L 1
(5 gal.)
TY26830 Fuel-Protect, Keep Clean 208 L 1
(55 gal.)

Part numbers subject to change. Available in U.S. and Canada unless otherwise noted.

48
 Specialty Lubricants

John Deere Fuel-Protect Diesel Fuel John Deere Fuel-Protect Keep Clean
Conditioner John Deere Fuel-Protect Keep Clean does exactly that —
John Deere Diesel Fuel Conditioner is specifically formulated it keeps fuel systems clean. Designed for newer high-pressure
to provide maximum engine horsepower and fuel efficiency by fuel systems with tight clearances, John Deere Fuel-Protect
keeping Tier 3 and older fuel systems clean, extending injector Keep Clean will prevent and strip away harmful deposits that
and high-pressure pump life, and improving the overall quality cause injector sticking and block spray holes, resulting
of fuel in storage tanks. in power/fueling loss, rough running, smoke, and misfire.
Designed primarily for ultra-low sulfur diesel fuels, it may
There are two formulas: be used for higher sulfur-content fuels as well as when
Diesel Fuel Conditioner: Formulated for use in temperatures strong cleaning is necessary to prevent or remove stubborn
above 0 ºC (32 ºF). fuel deposits.

Cold Weather Diesel Fuel Conditioner: Formulated for use in Identified by a green stripe label, Keep Clean may be used
temperatures below 0 ºC (32 ºF). in two ways: a cleaning treat rate that doubles the dose to
achieve a system clean-up in 40–70 hours of operation, and
Features and enefits: a maintenance treat rate which prevents the return of these
– Designed primarily for Tier 3 and older equipment. stubborn deposits that rob power and result in poor engine
operation.
– Reduces downtime and maintains fuel-injector life.
Features and enefits:
– Recommended for use in all diesel fuels and up to 20% blend
(B20) biodiesel. – Designed for high-pressure fuel systems to remove stubborn
deposits. Also works on legacy fuel systems.
– Minimizes smoking and emission deteriorations caused
by deposits. – Can be used with any petroleum-based diesel fuel (high sulfur,
low sulfur, or ultra-low sulfur) and biodiesel fuel.
– Improves lubricity of fuel.
– Eliminates the hard starting, rough running, smoke, power/
– Extends fuel filter life.
fueling loss, and misfire that often requires the replacement of
– Boosts cetane number. injectors to resolve.
– When added to diesel fuel in storage, it will also extend the – When added to diesel fuel in storage, it will also extend the
useful life of the fuel by providing improved stability and useful life of the fuel by providing improved stability and
preventing oxidation. preventing oxidation.
– Cold Weather formula available to improve operability in – Can be combined with Diesel Fuel Conditioner to gain the
cold weather. benefits of both products.
– Cold Weather formula contains a deicer preventing fuel lines
from freezing.
– Can be combined with Keep Clean to gain the benefits of
both products.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 88–90.

49
 Fuel Additives

Emergency Thaw
John Deere Emergency Thaw liquifies gelled fuels in the diesel fuel system
caused by freezing conditioners and melts ice from plugged fuel filters,
restoring fuel flow to the engine. This product is effective with all diesel
fuels including ULSD, biodiesel, and renewable diesel blends.
Features and enefits:
– Inhibits fuel gelling and fuel filter icing.
– 946-ml (32 oz.) bottle treats 1514 liters (400 gallons).
– Effective in all diesel blends.

FQS 1.5 Microbicide™

FQS 1.5 Microbicide kills and prevents the microbial growth that can grow in
gasoline, diesel, and biodiesel fuels.
Features and enefits:
– Maintenance or shock-dose treatment.
– Control of bacteria and fungi in fuel systems.
– Leaves no corrosive deposits when burned in fuel.
Applications:
– Gasoline, aviation fuels, kerosene, and diesel fuel oils.
– Decrease microbial activity in as quickly as 5 hours after initial treatment.
– Approved for use by the military under QPL-53021.
– For U.S. and Canada.
– 3.8-L (1 gal.) FQS 1.5 Microbicide to 37 854-L (10,000 gal.) fuel product.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
50
 Specialty Product
Diesel Exhaust Fluid
SALES GUIDE HIGHLIGHTS

Diesel Exhaust Fluid (DEF)

– Used in selective catalytic reduction (SCR) systems
– 32.5% high-purity urea and 67.5% deionized water (Ratio = lowest possible freeze point)
– Compatible with all engines using SCR aftertreatment technology
– Non-toxic, non-hazardous, and non-flammable

51
 Grease

Diesel Exhaust Fluid

Part Numbers
Part Number Description Size Pkg. Qty.
SWDEF025PK DEF 9.46 L 2
(2.5 gal.)
SWDEF025 DEF 9.46 L 96
(2.5 gal.)
SWDEF055 DEF 208 L 4
(55 gal.)
SWDEF275 DEF 1041 L 1
(275 gal.)
SWDEF330 DEF 1249 L 1
(330 gal.)
SWDEFB600 US — DEF Bulk, 2271-L 2271 L
(600 gal.) min. (600 gal.) Diesel Exhaust Fluid (DEF)
SWDEFB3000 US — DEF Bulk, 11 356 L 11 356 L DEF, or diesel exhaust fluid, is used in a selective catalytic
(3,000 gal.) (3,000 gal.) reduction (SCR) system to remove nitrogen oxides (NOX)
min. required
(truck can hold from engine exhaust. DEF is 32.5% high-purity urea and 67.5%
up to 18 927 L deionized water. This ratio provides the lowest possible freeze
[5,000 gal.])
point. John Deere DEF is compatible with all engines using
SWDEFB9464C CA — DEF Bulk, 9464 L 9464 L selective catalytic reduction (SCR) aftertreatment technology.
(2,500 gal.) (2,500 gal.)
This includes John Deere diesel engines and equipment,
SWDEFB18927C CA — DEF Bulk, 18 927 L 18 927 L non-road and stationary equipment, on-road trucks, and
(5,000 gal.) (5,000 gal.) automobiles. With John Deere DEF, you can be confident you
Part numbers subject to change. Available in U.S. and Canada unless are getting a high-quality product that will provide unsurpassed
otherwise noted. performance while protecting your equipment investment.
Simplify your operation by integrating John Deere DEF into
your fluid-maintenance routine.
Features and enefits:
– Convenient container sizes.
– Translucent containers to monitor fluid levels.
– Non-toxic, non-hazardous, and non-flammable.
HANDLING & STORAGE
– Dispense nozzle included with each jug.

– Store out of extreme temperatures – Drums outfitted with 5-cm (2 in.) bung opening for direct-
pump or closed-system dispensing valve and drop-tube
– Freeze point: –11 °C (12 °F) installation.
– Keep out of direct sunlight — Solar heating may
– Totes include integrated closed-system dispensing valve and
raise the temperature of the fluid, which could
drop tube.
cause the urea to break down, making it less
effective – Forklift access beneath tote cage for ease in handling.
– Store in sealed containers — Make sure the – ISO 22241 compliant.
tamper-proof seal stays intact on totes and – American Petroleum Institute (API) certified.
drums
– Purchase DEF in quantities that will be consumed Typical usage rates
within 12 months John Deere Engine Rate
6.8 L (1.8 gal.) 0.4 L/hr (0.1 gal./hr)
9.0 L (2.4 gal.) 0.8 L/hr (0.2 gal./hr)
13.5 L (3.6 gal.) 1.1 L/hr (0.3 gal./hr)

Looking for more information? See the questions and answers

section on page 91.
52
 Fluid Analysis
PROCESS OVERVIEW

Step One Step Two Step Three

Take Complete Ship

Sample Form Sample

Step Four Step Five Step Six

Lab Report Take

Analysis Sent Action

53
 Fluid Analysis

What can the John Deere lubricant and customer applications, and lubricants. With this background,
the labs are able to provide reliable reports in support of
coolant analysis programs do for customers? confident maintenance decisions.
One way to understand the value of John Deere lubricants and John Deere offers fluid analysis for lubricants, coolant, and
coolant is to perform fluid analysis with your customers. This fuel. Our Fluid Analysis Program is focused on keeping equip-
service is offered through Deere programs in the U.S. and ment up and running so customers can be as productive,
Canada. Other Deere programs exist or are being developed in competitive, and profitable as possible. The program is a
other regions around the world. Deere has developed a relation- preventive-maintenance tool that can:
ship with independent service providers that reflect our values,
commitment to quality, and responsibility of maintaining – Extend oil-drain intervals: Monitoring the condition of oil
integrity for our customers. A key aspect of these provider optimizes drain intervals so customers get the most out of
partners is that they are independent. Independent labs have a fluid. Fewer oil changes minimize maintenance costs and
no incentive to report results favorably or unfavorably; they maximize uptime.
are unbiased. – Extend equipment life: Monitoring system cleanliness and
Another key feature of John Deere programs is the long-term filtration efficiency allows customers to keep their equipment
relationships we have established with our lab partners. Time longer and significantly reduce replacement costs.
has improved the data bank of knowledge from our equipment,

Looking for more information? See the questions and answers section on page 91.
54
 Fluid Analysis

– Identify minor problems before they become major failures: John Deere Fluid Analysis Program to deliver superior testing
Fluid analysis identifies dirt, wear particles, fuel dilution, and backed by employees committed to an incomparable customer
coolant infiltration — contaminants that can cause catastrophic experience.
failure or significantly shorten equipment life.
– Maximize asset reliability: Testing and analysis confirm that OILSCAN Online: An Innovative Data
units are up and running, and making money. Management Solution
– Increase resale value: Analysis results provide valuable sampling
The John Deere Fluid Analysis Program is fast and accurate —
histories that easily justify higher equipment-resale values.
and so is access to test results. Login to OILSSCAN, the
program’s Lube Oil Analysis Management System. Results are
High-Quality Testing and Analysis available as soon as they are complete. This free, web-based
With the John Deere Fluid Analysis Program, customers can be
software application allows users to stay ahead of critical
confident that they are working with people who know their
maintenance events by:
equipment and that each test yields accurate and repeatable – Maintaining scheduled sampling intervals.
results. Additionally, maintenance recommendations are
– Printing barcoded container labels and registering trackable
provided by experienced data analysts with industry-specific
sample information online.
knowledge of equipment applications. You can depend on the
– Graphing trends in abnormal test results.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
55
 Fluid Analysis

The Fluid Analysis Process of their John Deere machinery using real-time fluid-analysis data.
Each test report brings clarity to complex test results so customers
John Deere’s fluid-sampling programs provide a comprehensive
can take immediate and decisive maintenance actions to save
chemical and physical analysis of a sample taken from any
money and prevent equipment failure.
enclosed lube system such as engines, hydraulics, or transmissions.
Fluid analysis is most effective when samples are representative
Using the appropriate sample test kit, the dealer or customer
of typical operating conditions. Dirt, system debris, water, and
collects a representative fluid sample and sends it to the lab for
light fuels tend to separate from lubricants and coolants when
independent analysis. This analysis provides details of the sample
system temperatures cool. For optimum results, customers
including wear metals, contaminants, chemical composition,
should consider the following best practices:
physical properties, and indication of the remaining useful life
of the fluid. The program’s highly skilled data analysts subject a – Identify appropriate sampling points.
typical sample to 24 tests, and 98 percent of samples are turned – Take samples from the same sampling points each time.
around within 24 hours.
– Determine proper sampling intervals and monitor compliance
Once all the tests are complete, the data is fed into a powerful with the LOAMS Sample Frequency Report and Samples Due
system called CHARLES, an artificial intelligence system Report.
developed to assist our data analysts in the interpretation of
sample results. Utilizing multiple inputs, CHARLES can identify – Take samples while systems are operating under normal
trends to keep customers informed before critical maintenance conditions or immediately after shutdown while they are
events occur, allowing data analysts to dedicate more time and still at operating temperature.
attention to investigating the abnormal and critical samples that – Identify and implement proper contamination-control best
are of most importance to customers. practices.
Once the results are released, our mobile-friendly system is ideal Whether you’re a seasoned veteran or a first-time sampler,
for viewing test reports on the go. OILSCAN Online allows the John Deere Fluid Analysis Program puts you on track for
customers to gain immediate access to test results at a level of well-managed, cost-effective equipment maintenance.
control that makes it easier for them to optimize the productivity

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
56
58
 Marketing

John Deere Plus-50™ II Price-Comparison Form

If all else fails, compare, compare, compare. The example below offers the customer, in real time, an official
price comparison of our premium product versus our competition.
Complete the blank form and review examples of cost savings with your customer using your drain
intervals, oils, and prices. Be sure to remind your customer — when Plus-50 II is used in a John Deere
engine with a John Deere filter (and using ULSD), drain intervals may be extended up to 500 hours.

COMPARE PLUS-50 II AND SAVE*

Machine – 624L Date – 11/1/20 User Inputs
Annual usage (hours) (A) 1450
Drain interval (hours) without Plus-50 II (B) 250
Drain interval (hours) with Plus-50 II (C) 500
Number of oil and filter changes per year without Plus-50 II (A divided by B) (D) 6
Number of oil and filter changes per year with Plus-50 II (A divided by C) (E) 3
Gallons required per change (F) 6.25
Cost of engine oil filters (RE541420) (G) $10.60
Competitive Oils
Use Plus-50 II Engine Oil and Save* Plus-50 II #1 #2 #3
Price per gallon $15.71 $14.00 $13.00 $12.00
Gallons per change (F) x 6.25 6.25 6.25 6.25
Oil cost per change = $98.19 $87.50 $81.25 $75.00
Engine oil filter(s) cost (G) + $10.6 $10.6 $10.6 $10.6
Total cost per change = $108.79 $98.10 $91.85 $85.60
Changes per year (rounded up) (E) & (D) x 3 6 6 6
Annual oil and filter cost = (H) $326.37 $588.60 $551.10 $513.60
Less Plus-50 II annual cost – (H) — $326.37 $326.37 $326.37
Plus-50 II savings per year* = — $262.23 $244.73 $187.23
Save Money, Time, and Engine Life!
*Cost of labor not included in this comparison. / *Part numbers and figures are for example only and are subject to change.

COMPARE PLUS-50 II AND SAVE*

Machine Date – 11/1/20 User Inputs
Annual usage (hours) (A)
Drain interval (hours) without Plus-50 II (B)
Drain interval (hours) with Plus-50 II (C)
Number of oil and filter changes per year without Plus-50 II (A divided by B) (D)
Number of oil and filter changes per year with Plus-50 II (A divided by C) (E)
Gallons required per change (F)
Cost of engine oil filter(s) (G)
Competitive Oils
Use Plus-50 II Engine Oil and Save* Plus-50 II #1 #2 #3
Price per gallon
Gallons per change (F) x
Oil cost per change =
Engine oil filter(s) cost (G) +
Total cost per change =
Changes per year (rounded up) (E) & (D) x (E) (D) (D) (D)
Annual oil and filter cost = (H) (H)
Less Plus-50 II annual cost – (H) — (H) (H) (H)
Plus-50 II savings per year* = —
Save Money, Time, and Engine Life!
*Cost of labor not included in this comparison.

Make a copy of the above chart and insert your prices. Take time to understand the benefits and value of
John Deere Plus-50 II oil in addition to the cost savings from the chart. TRY IT IT WORKS

63
64
 General Information

Base Oil and free of harmful and performance-robbing deposits. API

Group II base stocks also belong to the category of mineral oils,
Crude petroleum oil is a mixture of a wide variety of hydro-carbon while API Group III belongs to the category of semi-synthetic
compounds of different molecular sizes, determined by the number base stocks. Also Hy-Gard and Low Viscosity Hy-Gard are made
of carbon atoms linked together with hydrogen atoms to form a form Group II base stocks, providing benefits in viscosity
chainlike structure. In general, the longer the hydrocarbon chain, properties and enhancing service live.
the higher its boiling temperature. Through the oil-refining process
of distillation, crude oil can be separated into its various components API Group IV
due to the fact that they vaporize, or boil off (longer chains separate Lubricating oils can be formulated using synthetically made
from short chains), at different temperatures. These vapors are then base stocks instead of those refined from crude oil. There are
cooled and condensed back into liquids such as solvents, gasoline, sophisticated chemical processes that can link together carbon
diesel fuel, and lubricating oils. These base lubricating oils are called and hydrogen atoms to produce very uniform hydrocarbon
base stocks, which are further purified and blended with various molecules with very precise chemical and physical properties.
performance ingredients to make finished engine oils, hydraulic oils, Classified as Group IV base stocks, these synthetic lubricants
transmission fluids, and gear lubes. can offer performance advantages over mineral oil base stocks.
API Group Categories These advantages include better high-temperature performance
by resisting high-temperature oil breakdown, oxidation thickening,
Lubricating oil base stocks are classified according to their and deposit formation; and better cold-temperature performance
chemical structure and sulfur content. A carbon atom can have by retaining more fluid to quickly flow to moving parts at start-up
up to four other atoms attached to it. Natural gas, or methane, in very cold conditions, building oil pressure and lessening
is the simplest hydrocarbon compound, with four hydrogen start-up wear. John Deere Plus-50 II SAE 0W-40 Synthetic
atoms attached to one carbon atom. Lubricating oils are long engine oil, blended with the highest-quality synthetic base stocks,
chains of carbon atoms linked together, with hydrogen atoms is the best choice for use in extremely cold environments to
attached to all the other available spots on the carbon chain. ensure maximum engine-lubrication protection. API Group IV
Sometimes the carbon atoms can be joined together in what base stocks belong to the category of synthetic oils, sometimes
are called double or even triple bonds, with fewer spots for also called full-synthetic in order to better differentiate from
hydrogen atoms to attach to the chain. Unfortunately in these Group III semi-synthetic. Chemically Group IV oils are always
situations, the hydrocarbon molecules are less stable and can polyalphaolefins (PAO).
react with other compounds inside an operating system to
form gums, varnishes, sludge, and other harmful deposits. API Group V

API Group I API Group V is a collective of all base oil types that don’t fit
into API Groups I to IV. Unlike Groups I to IV in which base oil
API Group I base stocks were for many years the main component chemistry is similar within each group, base oil chemistry is
in engine, gear, and hydraulic oils, and performed adequately in diverse within Group V. Therefore, Group V base oils can be
legacy engine operating conditions. Group I is still common for incompatible to those of other API groups as well as to those in
greases, depending upon region and product. Group I base stocks Group V. Although mixing of oils and especially different brands
contained hydrocarbon chains with significant amounts of multiple and types should always be avoided, oil compatibility has to be
bonds and higher amounts of sulfur contaminants. As engine considered in case an API Group V oil is present.
operating temperatures and horsepower outputs have increased,
it has been found that engine oils made with Group I base stocks Bio Hy-Gard™ II is a natural ester (type HETG), categorizing it as
are not capable of withstanding these harsh operating conditions. Group V. Bio Hy-Gard II is fully compatible with the mineral (API
They break down to form gums, varnishes, and carbon deposits. Group II) Hy-Gard and Low Viscosity Hy-Gard as well as to most
API Group I base stocks belong to the category of mineral oils. other conventional Group I to III based hydraulic and gear fluids.
Bio Hy-Gard II is also compatible with conventional paints, seals,
API Group II and Group III and elastomer materials. However, most other biodegradable
API Group II and Group III base stocks are further refined to fluids on the market use synthetic ester (e.g., type HEES) for
remove almost all sulfur content and reduce the number of base oil. HEES synthetic ester also belongs to API Group V, but
multiple bonds in the hydrocarbon molecules. This process is it is not compatible with HETG type (Bio Hy-Gard II) Group V
called hydrotreating. In addition, a more severe refining process biodegradable fluids. Likewise, it is not compatible to most
called hydrocracking can be used to break apart extremely long conventional Group I to III based fluids. Third-party bio-oil
hydrocarbon chains to produce a very pure and stable base incompatibility can also exist with paints and standard seals
stock. These two processes produce base stocks that are much and elastomers. With Bio Hy-Gard II the machine can be directly
more stable and capable of resisting high-temperature breakdown converted using a sustainable and biodegradable fluid without the
and deposit formation. John Deere Plus-50™ II SAE 15W-40 and risk of incompatibility and the need for changing hoses or seals.
10W-30 engine oil are blended using only the highest-quality
Group II and Group III base stocks to help keep engines clean

Looking for more information? See the questions and answers section on pages 82–85.
66
 General Information

Oil Facts An aftermarket oil additive may reduce protection

John Deere has adopted a general policy of not approving the
Engines have different needs:
use of additional or supplemental oil additives, oil treatments,
Off-road engine (farm or industrial): Less stop-and-go or engine treatments.
operation and performs most of the time at normal operating
Additional oil additives and engine treatments could produce
temperatures. Load factors range from 70 to 80% of the
more problems than benefits. These products could create a
continuous rated load.
general chemical imbalance in the oil formulation and adversely
On-road engine (truck or automobile): Subjected to more affect the overall performance of the oil.
stop-and-go operation, idling, and cold-engine operation. It is
There is no need to add anything to improve John Deere oils,
seldom subjected to the off-road engine’s extended high-load
which already deliver exceptional performance.
operation. Load factors range from 40 to 50% of the continuous
rated load. Synthetic oils
Manufacturer’s engine oil specifications take into consideration Synthetic oils are composed of base-stock products altered from
these differences when formulating or specifying oils for their their natural state through changes in their structure.
engines. Synthetic base stocks, like petroleum base stocks, require the
Operator’s Manual recommendations are critical addition of the proper additives for the optimum performance
of the finished fluid. Synthetic engine oils perform the same
Lubrication recommendations in Operator’s Manuals ensure functions as mineral oil and require the same oil-drain intervals.
good performance over a long period of time. Refer to the
Operator’s Manual and follow the recommended lubrication The value of operating with synthetic oils is most apparent under
practices: extreme operating conditions — very cold and very hot ambient
temperatures.
– Oil changes are necessary regardless of base stock type.
Re-refined oils
– Oil loses many of its lubrication qualities as it absorbs
contaminants and its additives are depleted. John Deere supports the recycling of used oils. Since re-refined
engine and transmission oils must provide the same performance
– Oil thickens as it breaks down and oxidizes. If it gets thinner
levels as other lubricants, they also must meet the requirements for:
during use, fuel dilution may be the cause.
(1) physical and chemical specifications, and (2) all performance-
– Oil oxidation and excessive contamination cause the oil to test requirements.
eventually become unfit for further use.
Oil color may not determine replacement need Storing and Handling Oil
In a diesel engine, good oil should turn dark with use to be Follow these easy storing and handling tips to reduce the
effective. Detergent and dispersant additives in oil attract chance of dirt and moisture contamination in oil. Remember,
and hold soot and other combustion products in suspension what gets into the oil gets into the equipment.
for removal at the time oil is drained. In a hydraulic system,
it may be different. Packaged product:
– Store oil inside clean, enclosed areas. If oil is stored outdoors,
Cheap oil does not save money
it should be under cover and protected from the weather
Too many people are trying to save money on oil when they elements.
should be saving their equipment. Ten dollars saved through
– Keep oil temperature relatively stable. Changes in temperature
buying cheap oil can result in hundreds or thousands of dollars
can draw water into oil barrels.
of expense incurred prematurely.
– Lay oil barrels on their sides if stored outside, or tilt them
Use manufacturer’s recommended filter slightly so the opening is away from any water collection.
Buy quality oil filters as recommended in your Operator’s Manual. – Keep barrel openings drawn tight using a bung tool and
The money saved by buying cheap “will-fit” filters is negligible wooden mallet.
compared to the damage that can possibly result from their use.
Filters meeting exact operating specifications are critical to the
life of the machine.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 82 and 85.

67
 General Information

Bulk product: Engine Oil

– Clean all dirt and moisture from around the filler cap before
A complex group of ratings, classifications, grades, etc. surrounds
removing it for adding oil to bulk storage tanks. Do the same
today’s engine oils, which have become more sophisticated, as
before removing filters or dispensing connections.
have the engines in which these oils are used. This section will
– Always use fully functioning caps and filtered vents. discuss these complex engine oil specifications. But first we will
– Keep tanks as full as possible to help prevent condensation. look at the demands today’s engines place on lubricating oils.

– If equipped, drain the sediment and water from the tank drain Engine Oil Requirements
valve periodically. We all know lubricants reduce friction and wear between moving
– With the tank positioned at a slight angle, place the pick-up parts. Refined oil was adequate when the horse and buggy were
tube at the higher end of the tank so the sediment and water the primary means of transportation, but today’s equipment
can be collected and drained at the lower end of the tank. requires more sophisticated lubricants. The development of
more powerful engines is constantly changing our technology.
– Minimize direct sunlight and thermal cycling to reduce
Lubricants must be formulated to perform under new conditions.
condensation to support product stability.
– If bulk storage tanks must be in direct sunlight, paint tanks Today’s high-performance automotive, light-duty, and heavy-
a light color to minimize heating and temperature swings. duty engines demand a great deal from a lubricating oil.
Here are the four most important demands:
1. Oil Must Reduce Friction and Wear
Cause
Air Escaping Water Water Engine friction and wear are caused by the interference contact
Rain
Air Air Space Powerful of moving parts. Combustion by-products and other contami-
Space Reduced Suction
COO L WARM Created CO O L nants present in the oil also add to engine wear. To prevent
Clean oil as Oil and air in Water drawn
delivered barrel expand in as oil and metal-to-metal contact, the oil must maintain enough viscosity
when warm;
some air
air contract
when cooled or film thickness to provide a cushion between moving parts
above oil
escapes
under all operating temperatures.
Water
In spite of high, localized operating temperatures, the viscosity
Prevention under other conditions must be no higher than necessary and
1. Keep bungs drawn tight. Use wooden still provide good starting and the least friction under sustained
mallet to make sure.
2. Store barrels inside whenever possible. running.
3. If stored outside, lay barrels on their sides.
4. If barrels cannot be laid on their sides, tilt
them slightly as shown below.
2. Oil Must Cool Moving Parts
Engine oil is largely responsible for piston cooling. This is done
Water around bung may
be drawn into barrel
No water around bung
to be drawn into barrel by direct heat transfer through the oil film to the cylinder walls
and into the cooling system. Additionally, oil splash directed at
the underside of the piston crown and skirt carries heat to the
engine crankcase for dispersion.
Wrong Correct Oils of equal viscosities have the same heat-transfer capabilities,
but the oil must have enough heat stability to resist decomposi-
tion when it is exposed to hot surfaces.
Disposing of Oil 3. Oil Must Help Seal the Cylinders
Improper disposal of drained oil can harm the environment and
During combustion, pressures in the cylinder may be 18,000 kPa
ecology. Never pour oil on the ground, down a drain, or into a
(2,600 psi) or higher. Oil helps the piston rings seal these
waterway, stream, lake, or pond. Biodegradable fluids also need
pressures in the combustible chamber by forming an oil film
to be properly disposed.
on the piston rings and cylinder walls.
Always observe environmental regulations. John Deere recommends
that all used oil be returned to responsible recyclers.

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 General Information

4. Oil Must Keep Parts Clean Engine Oil Additives

Contrary to popular opinion, engine oils do wear out. Extended During the 1930s, engine tests to evaluate the performance
service depletes the additives and oxidizes the base oils, forming properties of engine oils were developed. Ring sticking and
harmful compounds. While good filtration will prolong oil life, ring- and cylinder-scuffing problems became epidemic through
many contaminants are soluble in oil and can pass through the cooperation with several oil companies, the first additized oil
filter. These contaminants are primarily unburned or partially was made available commercially in 1935.
burned fuel; additionally, corrosive acids and water are frequently
present. The oil must prevent the formation of these materials Over eighty years later, special oil additives are still used for
or, once formed, keep them in suspension so they do not settle enhancing lubricating oils to provide the extra performance
on the engine’s internal surfaces. required of today’s engines. Each additive, or combination of
additives, is included in an oil for a specific reason, based on the
application and service expected from that oil.
2. Oil cools Additives enhance or impart new oil properties in three ways:
moving parts
– Protect engine surfaces.
3. Oil helps the – Protect the base stock.
rings to seal
– Modify oil properties.
An oil may contain some or all of the additives described below.
Each of the additives shown may include a number of different
chemical compounds. These chemicals are chosen depending on
their specific performance and compatibility with other chemicals
in the lubricant.
John Deere does not recommend the addition of any aftermar-
ket oil additives. John Deere oil is formulated with the correct
balance based on oil treatment or engine treatment perfor-
mance testing. Adding additional chemicals could cause an
imbalance or have an adverse effect on engine performance.
1. Oil film reduces Detergent-dispersant additives
friction and wear
4. Oil cleanses the parts – Help keep metal surfaces clean and prevent deposit formation.
treme-pressure anti-wear and friction-modifier additi es
– Ensure lubrication where extreme pressures between close
Engine oil must fulfill all these requirements, not only when tolerance and metal-to-metal surface contact are encountered.
new, but throughout the complete drain interval:
– Reduce friction; prevent galling, scoring, seizure, and wear.
– Keep a protective oil film on moving parts. – Reduce energy consumption and heat generation.
– Resist high temperatures. Anti-rust additive
– Resist corrosion. – Prevents rusting of metal parts during storage periods and
– Prevent ring-sticking deposits. downtime.
– Prevent sludge formation. – Neutralizes acids so they are no longer harmful.

– Flow easily at low temperatures. Oxidation-inhibitor additives

– Resist thickening after prolonged use. – Inhibit oil molecules from combining with oxygen, which
causes oxidation or thickening of the oil.
– Resist foaming.
– Prevent acid, varnish, and sludge formation.
– Suspend insolubles.
– Minimize deposits. – Protect alloy bearings from corrosion.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 83 and 85.

69
 General Information

Anti-corrosion additives Engine Oil Contaminants

– Help prevent failure of alloy bearings from the corrosive acid
which is formed as a normal by-product of combustion.
– Protect metal surfaces from corrosive attack. COOLANT
COMBUSTION DUST
Viscosity-index improvers FUEL
OXIDATION DILUTION
– Help an oil perform properly through a wide temperature range. HEAT WATER
SOOT PRODUCTS METALLIC
– Give oil the beneficial properties of both light and heavy oils. PARTICLES
ACID

Foam-inhibitor additive
– Prevents lubricants from forming a persistent foam by reducing
surface tension to speed the collapse of the foam. Foaming oil
increases the oxidation rate, the oil thickness, and wear rates
in bearings, rings, and gears.
BASE OIL OXIDATION
Seal-swell additives ADDITIVE DEGRADATION

– Prevent deterioration of seals.

Pour-point-depressant additives
– Prevent wax crystals from congealing in cold weather and The quality of oil is important. Using uncontaminated oil is just
forming clumps. as important. In fact, oil contamination can hamper engine per-
formance as much as using poor-quality oil.
Seal-swell additives and elastomers
With this in mind, review the different types of oil contaminants,
– Used to retain lubricants in today’s equipment. the problems contaminants cause, and ways to prevent oil
– Helps maintain seals’ properties. contamination.
– Ensures seal will not shrink, crack, revert to some other form, DUST, DIRT, SOOT, AND METALLIC PARTICLES
or swell excessively.
The process of combustion draws dust into the engine. In diesel
– Proper blending procedures a must. systems, the fuel soot resulting from combustion joins with
– Additives help sealing material properties remain strong blow-by gases to contaminate crankcase oil. Topping off with
throughout wide temperature changes. oil make-up may also accidentally introduce dirt into the engine.
And microscopic metal particles abraded from normal engine
wear tend to infiltrate engine oil.
Soot and Oxidized Oil Setback
Particles of soot and oxidized oil or fuel are kept suspended in An excessive buildup of dust, soot, dirt, and metallic-particle
the oil. Suspension is so fine that it passes through the oil filter contaminants can damage engine bearings, pistons, and rings,
and continues to be carried by the oil. Regular drain periods result resulting in downtime and costly repair or equipment replacement.
in the removal of suspended contaminants. Black oil is evidence Prevention and Solution
that an oil is helping keep the engine clean by carrying combustion
particles in the oil rather than letting them accumulate as sludge Service the engine regularly. Operators can help prevent early
inside the engine. engine failure with regular service of the air cleaner, oil filter
breather cap, and crankcase ventilator that restrict dirt particles
Multi-Grade Oil from entering the engine. Filler caps, funnels, and other equip-
Multi-grade oils with this additive span an extra-wide range ment used to add oil to the system should be cleaned before
of viscosity grades compared to single-grade oils. Lighter additions are made.
single-grade oils make starting easier at lower temperatures Change oil and filters regularly. Operator’s Manuals give
but thin out as oil heats up. Heavier single-grade oils give complete change intervals and capacity listings for oils,
good protection at moderate temperatures but thicken in cold lubricants, and filters.
temperatures, reducing protection and causing hard starting
and improper lubrication.

Some paraffin wax is present in lubricating oil, although most wax is removed
during refining processes. These wax crystals tend to congeal in cold weather,
interfering with oil flow and causing lubrication difficulties.

70
 General Information

WATER FUEL
Water can contaminate oil. Water vapor is a by-product of When partially oxidized and unburned fuel mix with oil in the
combustion. Each gallon of fuel consumed produces more than crankcase of gasoline or diesel engines, varnish deposits appear
a gallon of water. Operating a cold engine condenses water that on piston surfaces.
collects in the crankcase. As the water condenses, it is scraped
In diesel engines, a cracked fuel pump diaphragm, a faulty
down into the crankcase oil by the piston ring. The water does
injector, or a leaking fuel-injection pump-shaft seal causes
not start to vaporize until the cylinder wall reaches 63 ºC (145 ºF).
oil contamination.
Setback
In gasoline engines, over-choking, engine misfiring, carburetor
A buildup of water in used oil can result in soot particles forming flooding, and cold engine operation allow gasoline to seep into
larger molecules or sludge and plugging filters. When the filter the oil.
plugs, a by-pass valve opens and allows unfiltered oil to circulate
Setback
through the engine. If abrasive contaminants are present in the
by-passed oil, damage to close-fitting components can result. Diesel fuel in the crankcase reduces viscosity, leading to piston
Water can also cause metal surfaces to rust or corrode. seizure, decreased bearing life, high oil consumption, and piston
deposits. Deposits on pistons cause rings to stick, resulting in
Prevention and Solution
accelerated engine wear and increased oil contamination.
Warm up the engine properly each time it is used and before a
Raw fuel or gasoline may run down the cylinder walls, past the rings.
heavy load is applied. Since more engine wear occurs in a cold
This washes away the lubricating oil and increases engine wear.
operating engine (38 ºC [100 ºF]) than a warm operating engine
(71 ºC [160 ºF]), use a proper thermostat to heat the engine to the Prevention and Solution
correct temperature as quickly as possible. Check engine
Keep the diesel fuel system in good condition.
temperature frequently.
Bring the engine to normal operating temperature each time it
Drain the crankcase oil only when the engine is warm to maximize
is used.
contaminant removal and help prevent severe engine damage.
Avoid over-choking the engine, running the engine when it’s
ANTIFREEZE
misfiring, and excessive idling of diesel engines.
Antifreeze is a contaminant of oil. It can enter the engine oil
Repair faulty carburetors and fuel-injector systems.
system through leaking head gaskets, damaged cylinder liners,
oil coolers, and cylinder liner packings. HEAT
Setback High operating temperatures caused by heavy loads, faulty
cooling systems, bad timing, pre-ignition, and detonation speed
Antifreeze contamination in used oil can cause the problems
up the oxidation of oils.
discussed previously for water contamination: soot collection,
sludge formation, and plugged filters. In addition, antifreeze Setback
contamination can cause bearing corrosion.
The effect of oxidation is thickened oil and the reduced capability
Antifreeze contamination usually indicates the need for major to neutralize the combustion by-products. The result will be an oil
engine repairs. containing acids, which may corrode bearing metals and also
form resins, which may deposit on the pistons and hot metal
Prevention and Solution
parts as varnish. The results may be ring sticking, valve sticking,
Follow specified service-manual procedures when torquing head and sludge formation.
bolts during overhaul. NOTE: Be sure to re-torque bolts when
Prevention and Solution
specified.
Make sure the cooling system is properly maintained and the
Use the recommended coolant to prevent cylinder liner damage.
temperature gauges are working properly. Check engine temper-
Guard against incorrect timing and improper use of starting fluids
ature frequently. Check engine timing periodically.
that can result in head-gasket damage.
Antioxidants in new oil help protect the oil from oxidation
Never use automotive coolant in a heavy-duty diesel engine.
and reduce oil breakdown. (The antioxidants in John Deere
Plus-50™ II Engine Oil excel in delaying oxidation in high-heat,
heavy-duty operations.)

Find a new term? Check pages 79 and 80. Got a question? Answer is on page 85.

71
 General Information

Engine Oil Classifications – SAE 10W-30 provides the best engine performance and
protection for all climates above –20 ºC (–4 ºF).
A number of separate organizations cooperate to provide
– SAE 5W-30 oils may be used in cold-weather operations
standards and classification systems so engine oil performance
between –30 ºC (–22 ºF) and 40 ºC (104 ºF) with drain-
can be tested and rated:
interval restrictions.
– European Automobile Manufacturers Association (ACEA)
– SAE 5W-40 oils may be used in cold-weather operations
– Japanese Automotive Standards Organization (JASO) between –34.44 ºC (–30 ºF) and 50 ºC (122 ºF).
– Society of Automotive Engineers (SAE) – Arctic oils may be required in some locations where ambient
– American Petroleum Institute (API) operating temperatures are considerably colder than –40 ºC
(–40 ºF).
– American Society for Testing and Materials (ASTM)
The following chart shows the temperatures at which any oil must
– Various engine manufacturers and the military also provide
meet the respective requirements of its SAE viscosity grade.
their own specifications
All of these classification systems define minimum performance.
SAE J300 Engine Oil Viscosity Classification
Selecting the right oil may often seem confusing given the
various classifications provided by these organizations. To Low-Temperature High-Temperature
simplify this confusion, let’s first look at viscosity grades that Viscosities Viscosities
share a common rating for all engine oils. Kinematic ,(3)
High Shear(4),
SAE Cranking(1), Pumping(2),
mPa-s at oC mPa-s at oC mm2/s at mPa-s at 150 oC
Viscosity 100 oC (212 oF) (302 oF) and 106 s-t
SAE Viscosity Grades Grade
Max.
Max. (with no yield Min. Max. Min.
– The Society of Automotive Engineers has developed a viscosity stress)
grade classification system for engine oils, which is SAE J300. 0W 6,200 at –35 60,000 at –40 3.8 — —
– Viscosity is a measure of the oil’s fluidity at a given temperature. 5W 6,600 at –30 60,000 at –35 3.8 — —
10W 7,000 at –25 60,000 at –30 4.1 — —
– Oils vary in viscosity as the temperature changes; oils become
more fluid as the temperature increases and less fluid as the 15W 7,000 at –20 60,000 at –25 5.6 — —
temperature decreases. Having fluid oil for cold morning starts 20W 9,500 at –15 60,000 at –20 5.6 — —
is very critical. Engine oil must provide lubrication before the 25W 13,000 at –10 60,000 at –15 9.3 — —
operating temperature is reached or severe component wear 8 — — 4.0 <6.1 1.7
will occur. 12 — — 5.0 <7.1 2.0
16 — — 6.1 8.2 2.3
– The SAE standard assigns numbers called viscosity grades to 20 — — 6.9 <9.3 2.6
identify the oil’s resistance to flow examples are 8, 12, 16, 30 — — 9.3 12.5 2.9
20, 30, 40, 50, and 60. 3.5 (0W-40,
– Viscosity grades 8 and above must meet a high-temperature 40 — — 12.5 <16.3 5W-40, and
10W-40 grades)
viscosity requirement.
3.7 (15W-40,
– The letter “W” after the viscosity grade number indicates the 20W-40,
40 — — 12.5 <16.3
oil has met a low-temperature (winter) requirement; examples 25W-40, and
are 0W, 5W, 10W, 15W, 20W, and 25W. 40 grades)
50 — — 16.3 21.9 3.7
– John Deere recommends following the manufacturer’s
60 — — 21.9 26.1 3.7
suggestions for oil selection.
Example: a 15W-40 viscosity grade oil shall meet the require-
– SAE 15W-40 provides the best engine performance and
ments of both 15W and 40.
protection for all climates above –15 ºC (5 ºF).
Notes: 1 mPa-s = 1 cP; 1 mm2/s = 1 cSt.
– Plus-50 II SAE 0W-40 is an all-season engine oil providing
All values, with the exception of the low-temperature cranking viscosity, are
outstanding performance and protection for all diesel and critical specifications as defined by ASTM D3244.
gasoline engines in John Deere equipment down to –40 ºC
ASTM D5293: Cranking viscosity — The non-critical specification protocol in
(1)

(–40 ºF). ASTM D3244 shall be applied with a P value of 0.95.

– John Deere prefers the use of SAE 10W-30 in all gasoline- (2)
ASTM D4684: Note that the presence of any yield stress detectable by this
engine-powered units. method constitutes a failure regardless of viscosity.
(3)
ASTM D445.
(4)
ASTM D4683, ASTM D4741, ASTM D5481, or CEC L-36-90.

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 General Information

Viscosity Test Summary of SAE Viscosity Grades

In the viscosity test, a measured quantity of the oil is brought In summary, the SAE viscosity grade indicates how oil flows at
to the test-measurement temperature. Viscosity is determined specified temperatures. It makes no attempt to define the oil’s
by the length of time it takes a specified volume of oil to flow quality, additive content, performance, or suitability for specific
through a small orifice in an instrument such as a Saybolt or service conditions.
Kinematic Viscometer.
Low-temperature viscosity is measured in two tests: Performance Ratings
– As the name implies, the Low-Temperature Cranking Test ngine Manufacturer’s Oil pecifications
simulates engine cranking and is conducted at the various
temperatures listed in the SAE J300 chart for the “W” grades. The most important part of selecting engine oil is using the
equipment manufacturer’s recommendations found in the
– The Low-Temperature Pumping Test measures oil pumpability Operator’s Manual. If oil with the incorrect rating is used, the
at temperatures 5 ºC (41 ºF) below those specified for the engine may not get the protection it needs and the warranty
Low-Temperature Cranking Test. Satisfactory performance in may be void.
the latter test is required to ensure oil flow is not restricted to
critical areas of the engine after a cold engine start. ASTM Test Methods

High-Temperature, High-Shear (HTHS) The American Society for Testing and Materials (ASTM)
develops standardized test methods for evaluating lubricants.
HTHS viscosity relates to the viscosity under heavy loads, high These test methods contain strict controls on hardware,
temperatures, and high shear rates where viscosity index operating conditions, repeatability, and reproducibility.
improver additives are stressed. Surveillance groups continually review test results for severity.
These standardized tests and minimum acceptable performance
limits are used by the American Petroleum Institute (API) to
Multi-Grade Oils define ratings.
– For engines subjected to a wide range of operating temperatures, API Service Categories
multi-viscosity oil should be used. Multi-grade or multi-viscosity
oils are formulated to meet both low- and high-temperature The API service ratings define minimum oil quality. Ratings
viscosity requirements. beginning with the letter “C” are oils intended for diesel engines,
while ratings beginning with the letter “S” are oils intended for
– These oils are identified as 10W-30, 15W-40, and so on.
gasoline engines.
– These oils are formulated by blending various base oils to
obtain a viscosity grade such as 15W and adding polymers The second letter indicates a rating update the “CK-4” rating
called viscosity index improvers. These polymers do not is more current than “CJ-4,” and “SN” is more current than
significantly affect oil viscosity at low temperatures, but they “SM,” etc.
expand when the oil temperature rises. This expansion causes Lubricants meeting more than one service rating may be
an increase in viscosity at higher temperatures that yields identified “For Service CJ-4/SN,” etc. When dual ratings are
multi-grade oil such as 15W-40. indicated, the first rating is the primary use rating. In the above
– Some oils may use synthetic oil or mixtures of petroleum-base example, the oil “CJ-4/SN” is primarily a diesel oil which also
and synthetic oil to obtain the multi-viscosity rating. meets a gasoline rating.
The chart on the next page provides a brief summary of the
ratings and service oil descriptions.

Looking for more information? See the questions and answers section on pages 81–91.

73
 General Information

API Service Categories for Engine Oils

Category Designation
(Diesel Engines) Status API Service Description (Diesel Engines)
CK-4 Current API Service Category CK-4 describes oils for use in high-speed, four-stroke-cycle diesel engines designed to meet 2017 model
year on-highway and Tier 4 non-road exhaust emission standards as well as for previous model year diesel engines. These oils
are formulated for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However,
the use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system
durability and/or oil drain interval. These oils are especially effective at sustaining emission control system durability where
particulate filters and other advanced aftertreatment systems are used. API CK-4 oils are designed to provide enhanced
protection against oil oxidation, viscosity loss due to shear, and oil aeration as well as protection against catalyst poisoning,
particulate filter blocking, engine wear, piston deposits, degradation of low- and high-temperature properties, and soot-related
viscosity increase. API CK-4 oils exceed the performance criteria of API CJ-4, CI-4 with CI-4 PLUS, CI-4, and CH-4, and can
effectively lubricate engines calling for those API Service Categories. When using CK-4 oil with higher than 15 ppm sulfur fuel,
consult the engine manufacturer for service interval recommendations.
CJ-4 Current Introduced in 2006. For high-speed, four-stroke engines designed to meet 2007 model year on-highway exhaust emission
standards. CJ-4 oils are compounded for use in all applications, with diesel fuels ranging in sulfur content up to 500 ppm (0.05%
by weight). However, use of these oils with greater than 15-ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreat-
ment system durability and/or oil-drain interval. CJ-4 oils are effective at sustaining emission control system durability where
particulate filters and other advanced aftertreatment systems are used. Optimum protection is provided for control of catalyst
poisoning, particulate filter blocking, engine wear, piston deposits, low- and high-temperature stability, soot-handling proper-
ties, oxidative thickening, foaming, and viscosity loss due to shear. API CJ-4 oils exceed the performance criteria of API CI-4 with
CI-4 PLUS, CI-4, CH-4, CG-4, and CF-4, and can effectively lubricate engines calling for those API service categories. When using
CJ-4 oil with higher than 15-ppm sulfur fuel, consult the engine manufacturer for service interval.
CI-4 PLUS Current Used in conjunction with API CI-4, the CI-4 PLUS designation identifies oils formulated to provide a higher level of protection
against soot-related viscosity increase and viscosity loss due to shear in diesel engines.
CI-4 Current Introduced in 2002. For high-speed, four-stroke engines designed to meet 2004 exhaust emission standards implemented
in 2002. CI-4 oils are formulated to sustain engine durability where Exhaust Gas Recirculation (EGR) is used, and are intended
for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4, and CH-4 oils.
Some CI-4 oils may also qualify for the CI-4 PLUS designation.
CH-4 Current Introduced in 1998. For high-speed, four-stroke engines designed to meet 1998 exhaust emission standards. CH-4 oils are
specifically compounded for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE,
CF-4, and CG-4 oils.
CG-4 Current Introduced in 1995. For severe-duty, high-speed, four-stroke engines using fuel with less than 0.5% weight sulfur. CG-4 oils are
required for engines meeting 1994 emission standards. Can be used in place of CD, CE, and CF-4 oils.
CF-4 Current Introduced in 1990. For high-speed, four-stroke, naturally aspirated, and turbocharged engines. Can be used in place of CD and
CE oils.
CF-2 Current Introduced in 1994. For severe-duty, two-stroke-cycle engines. Can be used in place of CD-II oils.
CF Current Introduced in 1994. For off-road, indirect-injected, and other diesel engines including those using fuel with over 0.5% weight
sulfur. Can be used in place of CD oils.
CE, CD-II, CD, CC, CB, and CA categories are now obsolete. If additional information is needed, please contact your local dealer or John Deere SME.
Category Designation
(Gasoline Engines) Status API Service Description (Gasoline Engines)
SN Current Introduced in October 2010. For 2011 and older vehicles designed to provide improved high-temperature deposit protection
for pistons, more stringent sludge control, and seal compatibility. API SN with Resource Conserving (RC) matches ILSAC GF-5
by combining API SN performance with improved fuel economy, turbocharger protection, emission control system compatibility,
and protection of engines operating on ethanol-containing fuels up to E85.
SM Current For all automotive engines currently in use. Introduced in 2004. SM oils are designed to provide improved resistance and deposit
protection, and better wear protection and low-temperature performance over the life of the oil. Some SM oils may also meet
the latest ILSAC specification and/or qualify as Energy Conserving.
SL Current For 2004 and older automotive engines.
SJ Current For 2001 and older automotive engines.
SH, SG, SF, SE, SD, SC, SB, and SA categories are now obsolete. If additional information is needed, please contact your local dealer or John Deere SME.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 82–83.

74
 General Information

Military Specifications – John Deere Hy-Gard™ is a multi-functional lubricant recom-

mended for use in all of these systems.
In 1941, the military began qualifying engine oils. The U.S. Army
– Some machines have hydraulic systems separate from the
2104 specification was issued that year to cover oils meeting
transmission. John Deere Hy-Gard is also recommended for
both Caterpillar and General Motors requirements. The military
these applications.
has continued to evaluate and classify engine oils as engines
became more sophisticated.
Military specifications also include gasoline engine tests to Transmission Hydraulic Fluid (THF) Properties
evaluate the effect of engine oil quality on bearing corrosion, The key properties of transmission-hydraulic oils are:
engine wear, and engine deposits such as rust, sludge, and
varnish. Recent changes in military procurement regulations Contain Anti-Wear Extreme-Pressure Additives: For reduced
now allow the purchase of lubricants meeting applicable wear in operation of gears and pumps.
industry specifications for use in most military e uipment. High-Oxidation Stability: For long life and deposit protection.
Friction Modified: Minimizes chatter in wet-brake systems and
Military Specifications API “Equivalent”
provides smooth clutch operation.
U.S. Military MIL-PRF-2104H CI-4
Non-current Contain Rust and Corrosion Inhibitors: Protects when fluid
U.S. Military MIL-PRF-2104G CG-4 becomes slightly wet.
U.S. Military MIL-L-2104F CF-4 High-Viscosity Index: Provides best viscosity under a wide
U.S. Military MIL-L-2104E CE/SG range of operating temperatures.
U.S. Military MIL-L-2104D CD/SF
U.S. Military MIL-L-2104C CD/SC
Contain Foam Suppressors: Reduces oil foaming as it circulates
through the systems.
U.S. Military MIL-L-2104B CD/SC
U.S. Military MIL-L-46152E SG Compatible with All Types of Seals: Seals do not shrink, crack,
U.S. Military MIL-L-46152D SG revert to some other form, or swell excessively.
U.S. Military MIL-L-46152C SF
Low Pour Point: For low-temperature service.
U.S. Military MIL-L-46152B SF/CC
U.S. Military MIL-L-46152A SE/CC Low-Temperature Fluidity: Meets special low-temperature fluidity
U.S. Military MIL-L-45199B CD tests to ensure functionality in low-temperature operations.

Hydraulic Oil Requirements

Transmission Hydraulic Fluid (THF)
The primary function of hydraulic oil is to transmit power.
John Deere equipment may have a common or separate reservoir Hydraulic oil must also act as a lubricant and a heat absorber for
for the transmission, differential, brake, and hydraulic system. working parts. The fluid must also be stable over long periods of
Industry standards defining performance requirements for time and protect the machine against corrosion and oxidation.
transmission and hydraulic fluids do not exist. Manufacturers’
standards are used instead. Some equipment may have hydraulic systems separate from the
transmission. John Deere Hy-Gard shows superior performance
Hydraulic system:
Hydraulic system: Wet hydraulic clutches – Steering in both types of systems.
– SCVs and couplers
– Hydraulic pumps
Hydraulic Oil Properties
Viscosity
Viscosity is probably the single most important property of
hydraulic oil. Parts within a hydraulic system depend on close
fits to create and maintain the necessary pressures.
Oils with viscosities that are too low can cause leakage, resulting
in low system efficiency and a rise in temperature. Oils with
viscosities that are too high can cause sluggish operation, over-
High load gears: heating, and high pressure.
– MFWD gear case
High load gears:
Hydraulic brakes – Transmission
– Differential
– Final drives

Looking for more information? See the questions and answers section on page 85.

75
 General Information

Anti-Foam
Foaming in hydraulic oils can be caused by excessive agitation
in the presence of air, or by air leaking into the system. Chronic
foaming is a design problem and should be treated as such. For
added protection, most hydraulic fluids contain a small amount
of foam suppressant. This does not prevent foaming but causes
the foam to be very unstable and to break down rapidly.
Seal Compatibility
Seals in the hydraulic system contain rubber and other materials,
which could deteriorate if oil contains harmful materials. For
this reason, the oil must be made compatible with the seals in
the system.
Contaminated hydraulic oil scored these hydraulic pump pistons.
Anti-Wear
Hydraulic pumps and motors are very susceptible to wear. Many
service instructions recommend using only oils containing anti-
Cleanliness wear compounds.
Fluid cleanliness is also very important. Debris can cause exces-
sive wear and is a common cause of valve sticking. A fluid should Gear Oil
meet the cleanliness requirements of the components in the
hydraulic system. – One of the most important gear lubricant performance
characteristics is load-carrying capacity.
Stability
Low Load-Carrying Capacity
Hydraulic oils are subject to heat, moisture, agitation, and
Some gears are operated under loads and speeds at which the very
aeration, ideal conditions for oxidation and deterioration.
low load-carrying capacity of untreated oil is adequate. However,
In well-kept systems where there is little fluid loss and the
most gears require lubricants of greater load-carrying capacity,
oils will be in service for long periods, oxidation inhibitors
which is provided through the use of additives.
are necessary. The rate of oil oxidation increases with a rise
in temperature. Because of this, some manufacturers provide Extreme-Pressure Capacity
coolers to control the oil temperature and reduce oxidation. – Gear lubricants compounded to achieve increased load-
Corrosion Resistance carrying capacity are referred to as “extreme-pressure”
(EP) lubricants.
Since hydraulic systems are vented, it is impossible to prevent
– When this term is applied to a gear lubricant, it means only
the reservoir “breathing” and intake of moisture that can result
that the load-carrying capacity of the lubricant is greater
in the corrosion of metal parts.
than that of untreated oil, with no distinction as to how
Hydraulic oil must contain very potent corrosion inhibitors as a much greater it may be. Therefore, to differentiate among EP
small degree of corrosion, and its resultant pitting, can adversely lubricants of various load-carrying capacities, it is necessary
affect the system's parts. to classify them further.
Pour Point The component manufacturers and ASTM have developed tests
and the American Petroleum Institute (API) has assigned
Pour point is of prime importance to mobile and outdoor equip-
designations to aid in determining lubricant application.
ment. In some northern areas, winter temperatures fall far below
the natural pour point of most oils. Therefore, the oil must be
properly formulated and fortified with pour-point depressants
to allow it to flow at sub-zero temperatures.

Find a new term? Check pages 79 and 80. Got a question? Answers are on pages 86–87.

76
 General Information

Gear Oil Requirements API MT-1

Today’s high-speed, high-torque powertrains use relatively API MT-1 provides additional oxidation resistance and seal-
small gears. The result is high sliding speeds and contact loads compatibility testing. It is intended for nonsynchronized manual
between mating parts. This makes lubrication more critical. transmissions used in trucks and buses.

In some applications and gear designs, the gear oil must contain - imited lip not an official API classification
special anti-wear agents. Standard GL-5 lubricants meeting API, MIL, or SAE requirements
are not formulated to address the needs of wet friction materials
Mixing Gear Lubricants used in brakes, clutches, or synchronizers. Also, additive systems
tend to be aggressive to yellow materials (e.g. synchronizers
As a general practice, the mixing of lubricants should be avoided. containing brass alloys). The friction characteristics of standard
Mixing gear lubricants with even small amounts of other types GL-5 do not meet the requirements of friction materials as
of lubricants can result in antagonistic reactions between the they often are too “slippery” or may have the wrong friction
additive chemicals in the mixture. Such reactions may result in characteristics. For this reason, GL-5 fluids had been developed
a significant loss of gear protection. with additional limited-slip (LS) properties in addition to meeting
However, the mixing of SAE J2360-approved lubricants as in GL-5 requirements. As LS properties are not defined by any API,
a top-up situation should not impair lubricant performance. MIL, or SAE specification, OEM requirements need to be followed.
SAE J2360 lubricants are required to demonstrate satisfactory For John Deere this is JDM J11F.
storage stability when mixed with previously qualified gear
lubricants as a condition of the SAE J2360 approval process.
Military (MIL) or Manufacturer’s Specifications
Gear Oil Ratings MIL-L-2105
API ear Oil er ice Classifications This has been a long-standing performance level of gear oils
determined by test sequences which define MIL-L-2105 standards.
The API System designates gear lubricants by the applications for Products meeting this specification are of the API GL-5 type.
which they may be suitable. This is not a rating of performance.
While the specification MIL-L-2105 is now obsolete, replaced by
API GL-4 the current specification MIL-PRF-2105E, it is still widely used
GL-4 is used for manual transmission spiral-bevel and hypoid to indicate a performance level for some gear oils.
gears in moderate service. MIL-PRF-2105E
API GL-5 This is the current performance specification of a multi-purpose
This is the preferred oil in John Deere components when gear lubricant used under more severe operation than those
gear oils are recommended. API GL-5 is for service similar to covered by MIL-PRF-2105. These gear oils are under API designa-
GL-4 but for more severe conditions. It applies to conditions tion GL-5. SAE J2360 has been written to replace MIL-PRF-2105E.
encountered in hypoid gears, which are characterized by a high
amount of sliding. Other equipment operated under high-speed,
shock-load; high-speed, low-torque; and low-speed, high-torque
conditions may specify API GL-5. Gear oils qualified under SAE
J2360 and/or MIL-PRF-2105E satisfy API GL-5 service requirements.

API GL-1, GL-2, GL-3, and GL-6 are obsolete classifications. For more details,
please contact your dealer or John Deere SME.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
77
 General Information

SAE Gear Oil Classification While the SAE numbers of gear oils are higher than those of
engine crankcase oils, gear oils are not necessarily that much
SAE J2360 higher in viscosity. To avoid confusion, higher numbers are
SAE J2360 has been written to replace MIL-PRF-2105E, and it assigned to gear oils. For example, SAE 80 gear oil actually has
is equivalent to MIL-PRF-2105E when all requirements are met. about the same viscosity as SAE 20 engine oil when measured
Gear oils qualified under SAE J2360 and/or MIL-PRF-2105E at 100 ºC (212 ºF).
satisfy API GL-5 service requirements.
SAE J306 Approximate Engine Oil and Gear Oil Viscosity Comparison
Engine Oil Viscosity Gear Oil Viscosity
Society of Automotive Engineers (SAE) gear oil classification is SAE 0W —
based on viscosity alone and is no indication of quality or service. SAE 5W —
— SAE 70W
Automotive Gear Lubricant Viscosity Classification SAE 10W SAE 75W
Maximum Kinematic Kinematic SAE 20W —
SAE Temperature Viscosity at Viscosity at — SAE 80W
Viscosity for Viscosity of 100 ºC (212 oF), 100 ºC, (212 oF)
Grade 150 000 cP, ºC(1,2) cSt(3) Minimum(4) cSt(3) Maximum SAE 30W —
70W –55(5) 4.1 — SAE 40W SAE 90W
75W –40 4.1 — SAE 50W —
80W –26 7.0 — — SAE 140W
85W –12 11.0 — To avoid confusion, higher SAE viscosity numbers are assigned to gear oils.
80 — 7.0 <11.0
85 — 11.0 <13.5
Multi-grade gear oils are presently available from some suppliers
90 — 13.5 <18.5
in grades of SAE 75W-90, 80W-90, 80W-140, and SAE 85W-140.
110 — 18.5 24.0
140 — 24.0 32.5 Some manufacturers recommend engine crankcase oils for use in
190 — 32.5 <41.0 standard transmission service, while some transmissions may use
250 — 41.0 — SAE 50 engine oil as an alternate for SAE 90 gear oil. As a result,
some gear-oil containers are marked SAE 50-90, indicating that
Notes: 1 cP = 1 mPa.s; 1 cSt = 1 mm2 /s. the viscosity requirements of SAE 50 engine oil are met.
(1)
Using ASTM D 2983.
(2)
Additional low-temperature viscosity requirements may be appropriate
for fluids intended for use in light-duty synchronized manual transmissions.
See text.
(3)
Using ASTM D 445.
(4)
Limit must also be met after testing in CEC L-45-A-99, Method C (20 hours).
(5)
The precision of ASTM Method D2983 has not been established for deter-
minations made at temperatures below –40 ºC (–40 ºF). This fact should be
taken into consideration in any producer-consumer relationship.

Find a new term? Check pages 79 and 80. Got a question? Answer is on page 86.

78
 General Information

Glossary Cloud Point

The temperature at which wax (paraffin) begins to separate
ACEA when oil is chilled to a low temperature. It serves as an important
European Automobile Manufacturers Association indicator of practical performance in automotive applications in
Additive low temperatures.
A chemical added to a base oil to improve desirable properties Combustion
or suppress undesirable properties The act of burning fuel, as in engines
Agglomerates Composition
To gather into a ball, mass, cluster or jumbled collection of A product of mixing or combining various elements or
material ingredients
Alkalinity Congeal
Having the ability to neutralize acids To change from a fluid to a semisolid state
Antifreeze Consumption
A compound added to a liquid to lower its freezing point To use up or waste away
API Contaminant
American Petroleum Institute Undesirable element which can make oil unfit for use
Ash level Corrosion
The amount of ash formed when oil is burned The process of wearing away gradually by chemical action
ASTM Crude oil
American Society for Testing and Materials Oil in its natural state unaltered by processing
Baseline Decompose
The standard by which test results are compared To undergo chemical breakdown
Brake chatter Demulsibility
Brakes that operate with an irregularity that causes rapid The ability to be demulsified sometimes expressed as the rate
intermittent noise or vibration at which a liquid separates from an emulsion
Classification Density
A systematic arrangement of oils in groups or categories A measure of the oil’s weight per unit volume
according to established criteria
Depressant
An agent that reduces the activity or moves to a lower position
Dispersant
A substance for promoting the suspension (as fine particles)
more or less evenly throughout
Distillation
A process that separates hydrocarbon fractions according to
their boiling range
Doffers
A small roller usually covered with wire teeth used to strip
material from another roller or cylinder on textile machinery.
Also known as a device for stripping cotton from the spindle
of a mechanical cotton picker.
EPA
Environmental Protection Agency
Flash point
The temperature at which oil vapors will ignite momentarily
with a flame

79
 General Information

Glossary (continued) Premature wear

Wear occurring before the usual time
Formulate
To prepare according to a set method or mixture Rating
A classification according to grade
Fractionation
To separate (as a mixture) into different portions eference fluid
A fluid by which performance is compared
Friction
The rubbing of one body against another efinery
A building and the equipment used for separating the material
Fuel oil in crude oil and producing useful products from it
An oil that is used as fuel
Resin
Gel Natural organic substance soluble in organic solvents (ether)
To change into or take on a more solid form but not in water
Grade Retention
A position in a scale of, as in oil The act of holding secure or intact
Inhibitor Rust
An agent that slows or interferes with a chemical reaction, such The reddish, brittle coating (iron oxide) formed when chemically
as rusting attacked by moist air
JASO SAE
Japanese Automotive Standards Organization Society of Automotive Engineers
Kinematic viscometer Saybolt
An instrument used to determine the viscosity grade of an oil An instrument used to determine the viscosity of an oil; a unit
Lubricant of measure
A substance that lessens or prevents friction, heat, and wear Sludge
Natural gas A precipitate or material setting (as a mixture of impurities and
Gas issuing from the earth’s crust used chiefly as a fuel and acid) from an oil
raw material Stability
Neutralize Resistance to chemical change or physical disintegration
To counteract the activity or effect of Suspension
OEM The state of a substance when its particles are mixed with but
Original Equipment Manufacturer remain undissolved in a fluid or solid

Oxidation TBN
The process of combining with oxygen or the thickening of oil Total Base Number; a measure of the alkalinity level of oil

Petroleum Viscosity
An oily, flammable, bituminous liquid that is a complex mixture Resistance to flow
of hydrocarbons prepared for use as gasoline, naphtha, or other Viscosity index (VI)
products by various refining processes A number assigned as a measure of the change of the viscosity
Polyalphaolefins PAOs of a lubricating oil with change of temperature, with higher
A common base stock used to blend synthetic lubricants numbers indicating viscosities that change little with
temperature
Polymer
A chemical compound or mixture of compounds consisting of Wear
repetitive structural units The progressive loss of substance from the surface of a body
occurring as a result of relative motion at the surface
Pour point
The lowest temperature at which a substance flows under Zinc
specified conditions Oil additives containing zinc minimize engine wear and oil
oxidation

80
 Questions and Answers

This question-and-answer section is a quick training resource Q. How do on- and off-road engine oil requirements differ?
for new parts personnel or a refresher for the entire parts and A. Among the differences are:
service departments.
– Off-road engines operate at a higher fuel-burn rate than
The following pages list the most frequently asked questions on-highway engines.
about John Deere lubricants, fuel additives, fuel conditions, – Off-road engines operate commonly under the high
and fluid analysis. pressures and combustion heat of full-load operation,
while on-highway engines are seldom subjected to
General Information extended full-load operations.
Q. Where does oil come from? – Higher torque loads.
A. Oil comes from refineries that convert the crude oil into – Less cooling.
gasoline, diesel, kerosene, fuel oils, lubricants, and other – Dustier ambient conditions.
by-products.
– Higher moisture ambient conditions.
Q. How is crude oil converted?
A. – Oil refineries separate the fractions (or parts) of petroleum Engine Oils
and convert them into oils and lubricants.
Q. Is John Deere oil a re-brand of standard shelf oil?
– The key in the refining process is distillation.
A. Plus-50™ II is a unique engine oil, developed by John Deere
– This process separates the various fractions of crude oil engineers and exclusive to John Deere dealers.
based on the difference in their volatilities.
Q. What makes Plus-50 II the best?
– After processing, lubricating oil base stocks are blended
to various viscosity grades and additives are introduced. A. – Reduces wear.
– Resists increases in oil viscosity.
Storing and Handling Oils – Gives better oxidation control.
Q. Why should you use care when handling and storing oil? – Fights against varnish and sludge deposits.
A. Handling and storing oil properly reduces the chance of dirt – Cost savings: Less downtime, maintenance, and labor
and moisture contaminating the oil. costs, and extended drain intervals (when used with
John Deere filters).
Requirements – Compared to other oils, it has greater thermal stability, a
lower rate of viscosity thickening, better soot control, and
Q. What are the requirements of engine oil? better wear protection.
A. Engine oil must:
In summary, Plus-50 II was not developed to just meet a minimum
– Reduce friction and wear. API performance standard. It was developed to provide the
– Cool moving parts. ultimate protection and premium performance for John Deere
engines in John Deere machines. It is a premium, heavy-duty
– Help seal the cylinders.
engine oil, not just a generic-brand oil that meets minimum API
– Keep parts clean. standards. Documented test results from our field machines and
lab engines support its superior-performance claims. See page 5
Ratings for more testing details.

Q. How are engine oils rated? Q. How does Plus-50 II compare to other oils?
A. – By using SAE Viscosity Grade and API Service Categories. A. – Greater thermal stability, lower rate of viscosity thickening,
and less degradation than with competitive oil.
– SAE Viscosity Grade is the measure of the fluidity of an
oil at a given temperature. Oils vary in viscosity as the – Longer oil life with sustained performance and drain
temperature changes. intervals increased 100% over Operator's Manual
recommendation when used in John Deere engines with
– API Service Ratings.
John Deere filters and Ultra Low Sulfur Diesel (ULSD).
– ACEA and JASO Ratings.
– Increased engine durability, and less abrasive and corrosive
– API Service Categories define minimum oil quality. Designa- wear than with competitive oils.
tions starting with “S” are oils primarily for gasoline engines
– Cleaner engine and less piston deposits than with competi-
(spark ignition), while “C” identifies oils primarily for diesel
tive oils.
engines (compression ignition). The second letter indicates
updates to the rating. “SM” is more current than “SL”, and
“CK-4” is more current than “CJ-4.”

82
 Questions and Answers

– High initial alkalinity and good reserve at the end of recom- – Plus-50 II is recommended for use in all John Deere diesel
mended drain interval, allowing continued acid protection. engines and may be used in older John Deere and competitive
– Excellent low-temperature fluidity. engines recommending the use of API performance grades
CD, CE, CF-4, CG-4, CH-4, CI-4, CI-4 PLUS, CJ-4, and CK-4.
Q. Do Torq-Gard™ and Plus-50 II have the same base oil?
– In general, older (lower alphabetical designations) API
A. The same type of high-quality base oil blends are used in performance designations can be replaced with newer
all John Deere lubricants. (higher alphabetical designations) API performance levels
Q. Where can Plus-50 II engine oil be used? without affecting engine performance.
A. – Primarily designed for off-highway, heavy-duty diesel – Performance and longevity are usually improved by this
engines, Plus-50 II oil also gives excellent performance switchover.
in on-highway, heavy-duty diesel applications.
Q. Will changing my brands of oil cause my engine to consume
– All diesel engines requiring SAE 15W-40 and API CJ-4 oil differently?
classification oil. Plus-50 II is also available in SAE 10W-30 A. When upgrading to Plus-50 II oils following the use of other
and 0W-40. oils, little differences in oil-consumption rate should be
Q. Are there any applications where Plus-50 II should not be expected. A small percentage of engines may experience
used (such as irrigation engines or power units)? a noticeable change in oil-consumption rates.
A. – Some engine manufacturers have oil recommendations – Those engines experiencing decreased oil consumption
that specify a unique product for an application. For should require no further attention.
example, 2-cycle Detroit Diesel recommends an ash
Normally no increase in consumption will be observed. However,
level below 1.0% and a straight SAE 40 viscosity grade.
if it does occur, it may be due to one of the following factors:
– Some engines designed for natural-gas or liquid-propane
– The previously used oil product may have built up
fuels commonly recommend that ash levels be held
deposits on internal components.
below 0.5%.
– Introducing a premium-performance oil with different
– Plus-50 II should not be used for initial fill in new or rebuilt
additive systems which contain additional detergents,
engines. John Deere Break-In™ Plus oil is available for this
dispersants, anti-wear characteristics, and antioxidants
purpose.
that may cause different chemical reactions to occur in
Check the Operator's Manual for oil recommendations before the deposits already established.
making any changes in engine oil type.
The time required for the engine to regain previously observed
Q. What is the advantage to a customer who intends to continue oil-consumption rates with the new oil may vary from one to
changing oil at 100-hour intervals? three normal drain intervals. This phenomenon is not unique
A. Use of Plus-50 II is added insurance. With Plus-50 II, the to John Deere engines and oils, but is commonly reported
engine will run cleaner, with less wear and more power, even for competitive engines when switching to competitive oils.
if used for only 100 hours.
Q. What specifically shows Plus-50 II is better than other oils?
Q. The customer states, “I’ve used co-op oil for 12 years and A. Plus-50 II is evaluated using a special high-temperature
never had a problem. Why should I change to Plus-50 II?” engine test, which is beyond what is required for API rating.
A. This depends on the customer’s definition of a “problem”: This is a severe test of the oil’s resistance to oxidation and
thickening. It is also a severe test of the oil’s ability to keep
– If Plus-50 II is used, the customer will have a cleaner engine,
the pistons clean.
more power, and less wear.
– It is not a matter of avoiding catastrophic failure, but rather Q. After I bought several pails of Plus-50 II oil, I found a few
a matter of better performance and the extended life of gallons of Torq-Gard. Can I mix the two until I’ve used up
the engine. the Torq-Gard?
A. While the two oils are compatible and mixing of the two
Q. Can I put 2018 oils into 1960 machines? John Deere oil formulations is acceptable, mixing should
A. Operator's Manuals are to be used as the guideline in all cases. not be done on an extended basis.
As a note, older manuals will not recognize any advances of
– Mixing with Plus-50 II should be limited to short-term
technology occurring after the product was introduced.
topping-off situations only.
– John Deere-marketed lubricants take into consideration
– When mixing these oils, the extended-drain feature of
older-model units and the recommendations for the use
Plus-50 II would not be applicable.
of these lubricants in those units.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
83
 Questions and Answers

Q. I changed my oil inventory from Torq-Gard™ SAE 30 to Plus-50™ II Q. Can I use Plus-50 II oil when an API classification of CF-2
SAE 15W-40. Now I need to top off the oil prior to an oil change. is required?
Can I add Plus-50 II 15W-40 to the SAE 30 in my engine? A. No, API CF-2 classification is for 2-cycle diesel engines only.
A. Yes, a one-time mix of the two formulations and viscosities is Oil used in these types of engines normally require a low
allowed; however, mixing is not recommended as an ongoing ash content of less than 1% and single-viscosity oil. Since
practice or during extreme conditions such as cold weather Plus-50 II is a multi-viscosity oil, it is not recommended as
or continuous high loads. it doesn’t meet both requirements noted (less than 1% ash
and single viscosity).
Q. Can I change from SAE 30 to 15W-40 oil in my John Deere
engine? Q. I use Torq-Gard SAE 10W oil in the winter and Torq-Gard SAE
A. Yes. See below for further details: 30 in the summer. Can I use Plus-50 II 15W-40 oil year-round
instead of changing oil grades seasonally?
– In older equipment Operator's Manuals, SAE 30 is
recommended. A. Yes, Plus-50 II SAE 15W-40 can be used year-round. That
would eliminate the possibility of having the wrong viscosity
– Due to the improved additives in multi-grade oil, we now oil in the crankcase if an unseasonal hot or cold spell should
prefer customers use 15W-40 oil. occur. For the ultimate in cold-temperature stability,
– The customer now has the option to select the oil that best cold-flow ability, and quick lubrication, consider using
meets his equipment’s operating conditions. Plus-50 II SAE 0W-40 full synthetic formula. (Check your
Operator's Manual for the proper low-temperature range.)
Q. Can I use Plus-50 II oil as a “break-in” oil after rebuilding an
engine? Q. Should I use Plus-50 II in a new tractor?
A. No, it is not recommended for use as a “break-in” oil. A rebuilt A. Yes, it is the recommended oil for John Deere engines after
engine must be allowed to properly wear-in the piston rings and the break-in period. As a reminder, for the first 100 hours
the cylinder liner walls during the first 100 hours of operation. (minimum), John Deere recommends Break-In Plus engine oil.
Although Plus-50 II has superior lubrication properties, it is Q. What oil is in new John Deere engines?
recommended you use John Deere’s Break-In™ Plus Special-
A. New John Deere engine-powered equipment is shipped with
Purpose Engine Oil.
our special-purpose Break-In Plus oil. If additional oil is needed
Q. How do you know the engine is broken in? during the normal break-in period, use John Deere Break-In
A. The break-in process is successful after the point when the Plus oil for top-off. Do not add oil prior to the oil level
customer does not need to top off the crankcase with any dropping to the add mark on the dipstick.
additional oil. The break-in period may be as short as 100 Q. Can I go 500 hours with Plus-50 II (CK-4 / E9) in a Tier 4 or
hours and as long as 500 hours, and some replacement oil older engine?
may be necessary, which is normal. As the engine works in
A. Yes, when all of the following conditions are met:
these initial hours, the piston rings and liners will realize
where any interference fit exists. These areas will wear into – John Deere Plus-50 II and John Deere filters are used.
a match fit, creating a good seat between the rings and the – Use of Ultra Low Sulfur Diesel (ULSD) fuel with a sulfur content
liners. This fit causes effective power and reduced oil con- less than 0.0015% (15 mg/kg or 15 ppm) is required.
sumption. If there is a continuous need to top off the crank-
case oil, this means oil is getting by the rings because they – The original-volume oil pan (or larger) that was delivered
have not seated with the liner. A second break-in process may with the engine is still in use, and the oil level is maintained
be initiated using Break-In Plus oil. at normal volumes through the service interval.
– The engine is operating within the original factory specifi-
Q. What causes the engine not to break in during the first 100 to
cations affecting power output, including engine control
500 hours?
units (ECUs) and fuel-delivery systems.
A. One main factor that will delay an engine’s break-in time is
operating the engine under less than high-load conditions This is possible in John Deere Tier 3 emission-certified and
(pulling a trailer, baler, or lighter load) as this may not provide older diesel engines because the original oil-sump capacity
enough loaded piston action to cause ring and liner seating. aligned with using higher sulfur level diesel fuel as written
in the original Operator’s Manuals. We recommend changing
Another factor that may interrupt the break-in process is the the oil and oil filter at least once every 12 months, even if
introduction of a premium lubricant, like Plus-50 II, prior to the hours of operation are fewer than the otherwise
the completion of the break-in process. recommended service interval.
To ensure there is no delay, we recommend the operator run
the engine under high-load conditions and at various engine
speeds during the break-in period.

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 Questions and Answers

Engine Oil Additives Q. What are the properties of transmission hydraulic oil?
A. Properties include:
Q. Why are additives added to oil, and what do they do?
– Anti-wear extreme-pressure additives
A. They provide the extra performance required of today’s high-
speed engines. An oil may contain none, some, or all – High oxidation stability
of the following: – Friction modifier
– Detergent-dispersant additive – Rust and corrosion inhibitors
– Extreme-pressure anti-wear and friction-modifier additive – Low pour point
– Anti-rust additive – Compatible with all types of seals
– Oxidation inhibitor – High viscosity index
– Anti-corrosion additive – Foam suppressors
– Viscosity-index improver – Detergents
– Foam inhibitor Q. What are J20C and J20D?
– Seal-swell inhibitor A. J20C and J20D are standard requirements for minimum-
– Pour-point depressant performance fluids that can be substituted for Hy-Gard and
Low Viscosity Hy-Gard. J20C and J20D requirements are
– Metal deactivator defined in our standard JDM J20. The viscosity of J20C fluids
Q. Should aftermarket additives or engine treatments be added is designed to be similar to Hy-Gard, while the viscosity of
to John Deere oil? J20D is designed to be similar to Low Viscosity Hy-Gard.
A. No, additional oil additives could create a general imbalance J20C and J20D minimum-performance requirements are
and affect the performance of the oil. established for other people to market their products.
Q. What does it mean when an oil container says “Recommended
Engine Oil Contamination where J20C is specified?”
A. This may simply mean the marketer of the product recommends
Q. What contaminates oil, and why is it important to use
it. It does not state that it actually meets any requirements
uncontaminated oil?
and, most likely, it is worded this way for a reason. We
A. Contaminants include foreign particles such as dust, soot, have seen products that are not even close to passing the
and various wear particles; oxidation by-products; water; minimum requirements in JDM J20C, but the package says
antifreeze; and fuel. Contaminants reduce engine life more “Recommended where J20C is specified.” Hy-Gard exceeds
than any other single factor. the minimum requirements defined in JDM J20C. Customers
can be tricked into thinking they are buying a good product
Hy-Gard™ Hydraulic and Transmission Oil when it is actually substandard. If you stay with Hy-Gard and
Low Viscosity Hy-Gard, you are using top-quality products.
Q. When and why was Hy-Gard developed?
A. John Deere first developed Hy-Gard oil for its own equipment Q. What makes John Deere Hy-Gard superior to competitive oils?
in 1973, and it quickly became the industry standard. Since A. – It meets the exact performance specifications of the
then, it has been tested and upgraded several times to improve multiple functions of a machine system.
performance. – Comparison tests have shown the actual performance
Q. What are the requirements for hydraulic oils, and what difference. Additional details on test results can be found
properties must they have? on pages 17 to 21 in the Lubricants Sales Guide.
A. Hydraulic oil must provide the following properties: viscosity, – Using oils that do not meet performance needs can cause
stability, corrosion resistance, pour point, anti-foam, and premature wear and/or system failure.
seal compatibility. In some cases, friction modifiers are also
needed.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
85
 Questions and Answers

Q. Can Low Viscosity Hy-Gard™ be mixed with hydrostatic fluid? protection could be obtained. The JDM J20 standard defines
A. Yes, Low Viscosity Hy-Gard can be added to systems with two viscosity grades using designations J20C and J20D. In all
hydrostatic fluid. cases, John Deere Hy-Gard outperforms the so-called will-fit
oils on the market. John Deere does not monitor these oils;
Q. What is the viscosity grade of Hy-Gard and Low Viscosity therefore, it is possible they do not meet even minimum
Hy-Gard? performance needs, and some failures could result.
A. – Hy-Gard and Low Viscosity Hy-Gard are multi-viscosity
oils. The viscosity of Hy-Gard is 59 cSt at 40 ºC (104 ºF). Q. Can I recommend Hy-Gard for use in Cat machines?
Compared to engine oil-viscosity grades, it is similar to A. Hy-Gard can be used in Cat machines that recommend fluids
SAE 10W-30. meeting the TO-2 specification. Hy-Gard should not be used
in machines calling for Cat TO-4 fluids.
– Low Viscosity Hy-Gard is 33 cSt at 40 ºC (104 ºF).
Compared to engine oil, it is similar to SAE 5W-20. Gear Oil
Q. Is a JDM J20 oil the same as Hy-Gard? Q. How are gear oils used, and what are their requirements?
A. No, JDM J20 is the minimum performance standard for A. Gear oils are used in enclosed gearboxes to lubricate mechani-
lubricants used in John Deere units. Hy-Gard exceeds this cal transmissions, and differential and steering gears:
performance requirement.
– Today’s high-speed, high-torque powertrains use relatively
Q. Can Hy-Gard and Low Viscosity Hy-Gard be mixed with small gears.
each other?
– The result is high tooth loads and harder rubbing between
A. – Yes, the mixing of these fluids will affect only the viscosity. mating parts.
– The resulting viscosity will be somewhere between the two – The gear oil must have anti-friction and anti-weld agents.
new fluid viscosities in proportion to the amount of mixing.
Q. Do gear oils have ratings?
Q. Can Hy-Gard or Low Viscosity Hy-Gard be mixed with
A. Yes, SAE gear classification based on viscosity — the API
hydrostatic fluid and other hydraulic fluid?
classification designates types of service. Example: SAE
A. Yes. Mixing of our oils with other fluids is not recommended. 85W-140; GL-5
Mixing Hy-Gard and Low Viscosity Hy-Gard may occur. This
does not dictate that the machine must be taken out of Q. Can gear lubricants be mixed?
service for a complete flush and refill. The less mixing that A. As a general practice, the mixing of lubricants should be
occurs, the better. However, John Deere Hy-Gard and Low avoided. Mixing gear lubricants with even small amounts
Viscosity Hy-Gard are generally compatible with most fluids of other types of lubricants can result in a reaction between
and can be mixed in any proportion. Mixing of specific fluids mixtures. Such reactions may result in a significant loss of
can be reviewed upon request. gear protection.
Q. Can Hy-Gard be used in non-John Deere applications and to Q. What do we recommend in a tractor hydraulic fluid
top off machines using non-John Deere oils? application and why?
A. Yes, Hy-Gard can be used in all transmissions and/or hydraulic A. Check your Operator’s Manual to see what is specified for
applications requiring tractor/hydraulic fluid and applications your machine and the appropriate operating temperature
requiring anti-wear hydraulic oil, but not in engines: range for the fluid.
– Hy-Gard is not designed for engines. John Deere typically recommends Hy-Gard and Low Viscosity
– The viscosity grade should be matched to the application. Hy-Gard for our equipment. We know these are top-quality
fluids that provide unsurpassed performance in our equipment.
– Hy-Gard can be used to top off machines that contain Our machines are tested with and qualified using these fluids.
other transmission/hydraulic oils. It is compatible with By comparison, J20C and J20D fluids produced by others are
most transmission/hydraulic oils. meeting minimum-performance requirements. Hy-Gard and
Q. What industry or military standard defines Hy-Gard fluids? Low Viscosity Hy-Gard must meet the more rigorous requir-
ments of our internal standard RES 10060. We recommend
A. There are no industry classifications for hydraulic/transmission
our top-quality products because we want top performance
oil because the needs are defined and met by the manufacturer.
John Deere has defined a minimum service specification from our equipment. If Hy-Gard and Low Viscosity Hy-Gard
are not available, a fluid meeting J20C or J20D will provide
requirement for fluids used in John Deere equipment. The
the minimum performance required.
minimum performance specification JDM J20 was necessary
to make sure that if a will-fit oil was used, at least minimum

86
 Questions and Answers

Q. Can a customer use Cat TO-4 oil in John Deere equipment? Diesel PowerCool and PowerCool Plus, and Cummins ES
A. The use of Cat TO-4 oils in John Deere equipment is not Complete and Cummins Optimax. Using standardized ASTM
recommended. Cat TO-4 oils have different frictional test procedures, Cool-Gard II was mixed at 3:1, 1:1, and 1:3
properties than Hy-Gard™ and are not multi-viscosity fluids. ratios and subjected to ASTM 1384 and ASTM 4340 test
This means the shifting characteristics may be extremely procedures. All of these mixtures did pass these two
severe and cause mechanical failures. Brake noise (chatter) corrosion tests.
will be unacceptable, and applications may be very aggressive. Q. Is Cool-Gard II compatible with automotive coolant?
The TO-4 oil operating temperature range is also restricted,
A. Yes, with this cautionary note; we are compatible from a
and the oils must be changed upon seasonal temperature
product perspective, but it must be noted that we do not
shifts to maintain acceptable performance.
recommend using any automotive coolant in a diesel or
Grease heavy-duty application. The main reason for this is that
most automotive coolants are not designed to provide liner
Q. Does it matter what grease I use? cavitation performance, and as such, mixing of Cool-Gard or
A. Always follow the manufacturer’s recommendations for the Cool-Gard II with automotive coolant will dilute the ability of
type and grade of grease for each application. Some grease our coolants to provide adequate liner-cavitation protection.
types are less compatible with others. When changing from Mixing of Cool-Gard or Cool-Gard II with automotive coolant
one grease type to another, it is always a good idea to flush is not recommended.
or pump through as much of the old grease as possible
from the application or bearing. In case of doubt about Q. Are there any changes to cautionary statements regarding
the compatibility of the grease used, cut the grease-change consumption by animals?
interval in half until the old grease has been displaced by the A. Cool-Gard II is made with an ethylene glycol (EG) base and
new one. all EG toxicity precautions should be followed. Although
not required in all areas, we add the bittering agent to all
Note: John Deere greases are widely specified and tested to Cool-Gard II packages. The bitter taste helps to prevent
be compatible to each other: accidental ingestion of this product. Packaging labels
– All John Deere-branded lithium-, lithium complex-, and will continue to contain a warning to keep out of reach
polyurea greases of the same NLGI grade are fully of children and animals.
compatible to each other. Q. Can Cool-Gard II be recycled?
– All John Deere-branded greases containing moly (MoS2) A. Yes, Cool-Gard II should be recycled just like any other
are fully compatible to each other. antifreeze/engine coolant, and it is not restricted.
– John Deere-branded Golf & Turf Cutting Unit and Corn Q. What will happen if coolant gets into the engine oil
Head Grease are fully compatible to each other. crankcase?
A. The adverse effects of ethylene glycol-based coolant are
– Before using John Deere Multi-Purpose Extreme-Duty
universal to the oil in an engine crankcase. Ethylene glycol
Synthetic Grease, reduce residual amounts of the previous
(or almost any other glycol, for that matter) will disrupt the
grease to a minimum (disassembly and cleaning may be
lubrication properties of the oil. Any amount of coolant that
required). Cutting the grease-change interval in half until
gets into the crankcase is detrimental. If the glycol/water mix
the old grease has been displaced by the new is
displaces the oil in the bearings, lubrication and load-carrying
recommended.
ability is lost, and severe wear is going to rapidly occur.

Coolant Q. Can I mix Cool-Gard II EG and Cool-Gard II PG?

A. No, Cool-Gard II PG is a non-toxic fluid. Combining the
Q. Is Cool-Gard™ II compatible with other brands and types of
Cool-Gard II EG and Cool-Gard II PG would eliminate the
coolant in the market place?
non-toxic benefits of Cool-Gard II PG. Before filling with
A. Yes, Cool-Gard II is compatible with other coolants in the Cool-Gard II PG, a through flush is required to eliminate all
marketplace. Although we do not recommend mixing of previous coolant.
other coolants with Cool-Gard II, as part of our due diligence,
we have performed compatibility testing against other
heavy-duty diesel coolants representing a spectrum of
formulation strategies, including Caterpillar ELC, Detroit

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
87
 Questions and Answers

Fuel Conditioners In addition, the Cold Weather Diesel Fuel Conditioner also
offers:
Q. Is a diesel fuel conditioner really necessary and why?
A. Yes, the need to use a diesel fuel conditioner is now more – Superior cold flow properties to prevent fuel gelling and
important than ever. Diesel fuel quality can vary dramatically filter plugging.
from source to source and even day to day. Inconsistent fuel – Deicer to inhibit fuel and filter icing.
quality, such as low cetane number and poor lubricity, can
Q. Why is John Deere Fuel-Protect Diesel Fuel Conditioner
result in customer dissatisfaction over equipment life and
recommended for use in Tier 3 and older equipment and
performance. In addition, many diesel fuels (regular or
new diesel equipment?
premium) are designed for near-term use in on-highway
equipment. John Deere Fuel-Protect Diesel Fuel Conditioner A. John Deere Fuel-Protect Diesel Fuel Conditioner improves
can improve most any diesel fuel up to acceptable standards. the diesel fuel itself, which makes any engine run better and
Therefore, it is recommended that John Deere Fuel-Protect last longer. New engines will enjoy these benefits right from
Diesel Fuel Conditioner be used throughout the year. the start. Tier 3 and older engines will run better after just a
few fill-ups. John Deere Fuel-Protect Diesel Fuel Conditioner
Q. There are many brands of fuel conditioners available over- is approved for use in any Deere or non-Deere diesel powered
the-counter as well as through co-ops and fuel distributors. equipment, on or off the farm.
Why is it strongly recommended that I use John Deere
Fuel-Protect Diesel Fuel Conditioner? For newer machines with high-pressure fuel systems,
John Deere Fuel-Protect Keep Clean may be needed to
A. John Deere has a lot more at stake than just selling fuel
address stubborn injector deposit issues. It can be used in
additives. John Deere is in the business of providing customers
combination with the John Deere Fuel-Protect Diesel Fuel
with quality equipment that performs as promised. It is a
Conditioners.
fact that diesel equipment runs better and lasts longer when
quality diesel fuel is used. John Deere Fuel-Protect Diesel Fuel Q. Why does John Deere offer a Diesel Fuel Conditioner and a
Conditioner is a proprietary blend of fuel additives that are Cold Weather Formula?
capable of improving most any diesel fuel. This is not true for A. John Deere Fuel-Protect Diesel Fuel Conditioner offers
many other fuel conditioners available over-the-counter or the same important features as the Cold Weather Formula
through a local fuel supplier. without the costly winterization components. This results in
Test data shows that many commercially available additives a more cost-effective product. In addition, many John Deere
are either non-functional or incomplete in their respective customers are not concerned about winter weather, but their
formulation. In addition, fuel additives offered by local fuel equipment will still benefit greatly from regular use of Diesel
suppliers are often purchased on bid by buyers who understand Fuel Conditioner.
additive price more that they understand additive performance Q. Can John Deere Fuel-Protect Diesel Fuel Conditioner be added
and quality. Therefore, performance is often secondary for to my bulk fuel storage tank?
such products. This can often lead to customer dissatisfaction. A. Yes, and it should be. Treating fuel as it is added to the bulk
It is recommended that John Deere Fuel-Protect Diesel Fuel fuel storage tank will ensure that the product is well mixed.
Conditioner be used in all diesel fuel working in any application. As an added benefit, the conditioner contains a fuel stabilizer
that should be added to any new fuel deliveries to maximize
Q. What benefits will I get with John Deere Fuel-Protect Diesel fuel storage and filter life, and to protect your bulk fuel
Fuel Conditioner? storage tank from corrosion.
A. John Deere Fuel Conditioners have the following benefits:
Q. Why does the Cold Weather Formula have to be added when
– Exclusive formula only available through John Deere. the fuel is above the cloud point?
– Features a detergent that performs in Tier 3 and earlier A. Diesel fuel contains wax that begins to form crystals at the
engines to prevent and eliminate injector and fuel deposits. cloud point of fuel. These crystals will continue to grow in
– Modern lubricity technology — superior performance size until the equipment ceases to operate (gelled filter). The
over a wide range of fuels, including ultra-low sulfur Cold Weather Formula contains a “wax crystal modifier,” or
diesel (ULSD). anti-gel, which allows the wax crystals to form, but changes
the shape and size of the wax crystals as they form. Smaller
– Increased cetane number for better start-ups, increased crystals allow the filter to function at lower temperatures
power, and smoother operation. without plugging or shutdown. The way to change the
– Stability protection for oxidation and filter plugging, and crystal shape is to add the Cold Weather Formula at a warmer
maximum filter life. temperature prior to when the crystals first start to form.
This is why the conditioner must be added when the fuel

Looking for more information? Check out page 49.

88
 Questions and Answers

temperature is at least –9 ºC (15 ºF) above the cloud point of Q. Does ultra-low-sulfur diesel (ULSD) fuel affect filter life?
the fuel. For example, if the diesel fuel cloud point is –12 ºC A. ULSD fuels have lower solubility than low-sulfur diesel (LSD)
(10 ºF), the Fuel-Protect Diesel Fuel Conditioner Cold Weather fuels, so there is less tolerance for fuel sediment and oxida-
Formula must be added at –4 ºC (25 ºF) or higher. tion products. However, John Deere Fuel-Protect Diesel Fuel
Q. Why does the Cold Weather Formula gel in the bottle when it Conditioner contains special components to control oxidation
gets cold? and sediment formation, thereby extending filter life.
A. All fuel additives that contain large amounts of “anti-gel” will Q. Does ULSD provide less power than low-sulfur diesel?
freeze in their concentrated form (prior to mixing with diesel A. The energy content can be slightly lower, but this small
fuel). Fuel additives that don’t freeze contain little or no anti- difference is hard to detect in power output. John Deere
gel components. This is similar to antifreeze/coolant that is put Fuel-Protect Diesel Fuel Conditioner contains a highly
into radiators. Undiluted antifreeze actually freezes at about effective detergent that keeps legacy machines’ fuel
–20 ºC (–4 ºF). It needs water to lower the freezing point and injectors clean plus cetane improver, providing maximum
work at lower temperatures. John Deere Cold Weather power and fuel efficiency in every gallon.
Formula contains a large amount of anti-gel. Once added to
the diesel fuel, it will outperform most competitive products. In general, ULSD has better thermal stability, but can still
degrade in storage stability over time. Since ULSD has lower
To prevent gelling of John Deere Fuel-Protect Diesel Fuel solubility, it tends to drop out more sediment, water, and
Conditioner Cold Weather Formula, store the bottle at or oxidation products than LSD. However, it still degrades in
above 10 ºC (50 ºF). If the product has gelled in the bottle, quality over time.
thaw it out and agitate, then add it to the diesel fuel. The
product is still effective after thawing — just be sure that it is Quality additives like John Deere Fuel-Protect Diesel Fuel
added at a high enough fuel temperature to work properly. Conditioner are specially formulated to allow long-term
storage on and off the farm.
Q. If John Deere Fuel-Protect Diesel Fuel Conditioner Cold
Weather Formula is used, what temperature is the fuel Q. How do John Deere Fuel-Protect Diesel additives compare
protected to against gelling? with other additives?
A. John Deere Fuel-Protect Diesel Fuel Conditioner Cold Weather A. The John Deere Fuel-Protect Diesel Fuel Conditioner product
Formula is intended to be sold throughout the U.S. and lineup will provide comparable or higher performance than
Canada. In this wide range of temperatures and fuels, the other quality fuel additives. Our product is extensively tested
Cold Weather Formula, like other products containing CFPP, in a wide range of fuels and is specifically designed to meet
typically protects down to –8 ºC (18 ºF) below the cloud point. the requirements of even the most demanding diesel user.
This range will vary with some fuels, even when purchased Q. What is the most important performance property of a
from the same supplier. We recommend using fuel with the premium diesel?
addition of 20% No. 1 ULSD or kerosene as your ambient A. Every aspect of the fuel is the most important part if it is
temperature approaches –9 to –7 ºC (15 to 20 ºF) below the important to the user. That’s why John Deere Fuel-Protect
cloud point. Larger amounts of No. 1 fuel may be necessary Diesel Fuel Conditioner is designed to offer the best com-
if you are expecting to operate in even lower temperatures. binations of all performance properties while remaining a
John Deere Fuel-Protect Diesel Fuel Conditioner performs good value for your fuel dollar.
consistently better over a wide range of fuels when compared
to other fuel additives. Q. Are John Deere Fuel-Protect Diesel Fuel Conditioners as good
for on-road equipment as they are for off-road equipment?
Q. What is the High Frequency Reciprocating Rig (HFRR), and
A. John Deere Fuel-Protect Diesel Fuel Conditioners offer
why is it important?
performance benefits to both on-road and off-road users.
A. The HFRR is an industry test used to evaluate the lubricity
of distillate fuels. Lubricity is an indication of a fuel’s ability
to protect fuel pumps and injectors from wear. Diesel fuels
treated with John Deere Fuel-Protect Diesel Fuel Conditioner
have been, and continue to be, regularly evaluated with this
demanding test. John Deere Premium Diesel Fuel Conditioner
has consistently performed at or above the levels set by engine
and fuel pump manufacturers. This means longer life from your
fuel injectors and fuel pumps. In addition, you will have more
precise “fuel control” throughout the life of your equipment,
which results in better fuel economy and lower emissions.

Find a new term? Check pages 79 and 80. Got a question? Check out pages 51 and 52 for DEF and pages 54–57 for Fluid Analysis.

89
 Questions and Answers

Fuel Conditioners and Diesel Fuel Treatments Q. Can I use only John Deere Fuel-Protect Conditioner as it says
it has detergents?
Q. The John Deere Fuel-Protect Keep Clean label and product
information indicates that there is a cleaning treat rate. A. John Deere Fuel Conditioner does contain detergents and
Does this eliminate the need to use the Injector Flush tool they are effective in managing routine build-up of deposits
and John Deere Clean-Up 2 solution? and contaminants. John Deere Fuel Conditioner also has
properties that boost cetane number and add lubricity.
A. The Injector Flush service will continue to be promoted using
These additional benefits are not provided with John Deere
John Deere Clean-Up 2 solution and Injector Flush tool. The
Keep Clean as it is designed to address the stubborn deposit
Injector Flush service and John Deere Clean-Up 2 solution
formation associated with some ULSD and biodiesel blends in
will dissolve the deposits, eliminating the symptoms of rough
higher-pressure fuel systems.
idle, hard starting, exhaust smoke, and low power, generally
after a one-hour connection to the machine. Q. Can John Deere Fuel-Protect Conditioner be used in other
brands of equipment?
John Deere Fuel-Protect Keep Clean can be used at a cleaning
treat rate to dissolve and remove the same deposits; however, A. Yes, the chemistry in John Deere Fuel-Protect Conditioner is
it does require use over a period of 40 to 70 hours. expected to be acceptable for use in diesel engine platforms.

Q. Why are there two treat rates for John Deere Fuel-Protect Q. Can John Deere Fuel-Protect Keep Clean be used in other
Keep Clean? What is the difference between maintenance brands of equipment?
and cleaning? A. Yes, the chemistry in John Deere Fuel-Protect Keep Clean is
A. Maintenance Treat Rate will prevent the ongoing formation expected to be acceptable for use in diesel engine platforms.
of deposits. Q. Can the Injector Flush Tool and John Deere Clean-Up 2 be
Cleaning Treat Rate will remove existing deposits over a used on other brands of equipment?
period of 40 to 70 hours. A. Yes, the John Deere Injector Flush Tool is sold with a kit of
adapters that is expected to facilitate connection to a wide
Q. Can the two products, John Deere Fuel-Protect Conditioner range of fuel systems. The flush process is expected to
and John Deere Fuel-Protect Keep Clean, be used together? address the performance issues associated with the accumu-
A. Yes, John Deere Fuel-Protect Conditioner use will manage lation of stubborn deposits in the injector region of higher-
nuisance issues that occur with variances in fuel quality. pressure fuel systems.
John Deere Fuel-Protect Keep Clean should be added to this
routine when issues identified as injector sticking, engine Q. Is John Deere the only company having injector problems?
misfire, rough idling, excess exhaust smoking, power loss, A. No, the issue of deposits forming in injector regions is
and/or hard starting conditions in modern high-pressure occurring with multiple engine and injector manufacturers.
diesel fuel systems occur. Q. Should I be using diesel conditioner in my gasoline
The chemistry of these two John Deere products is not pickup trucks?
aggressive towards each other, nor does it create a combined A. No, John Deere Fuel-Protect Conditioner is intended for
aggressive product. Use of these products within the guidelines use in diesel- and biodiesel (up to B20)-fueled engines.
of recommended use will not cause the user to exceed
current emission regulations.
Q. Do I need to use both John Deere Fuel-Protect Conditioner
and John Deere Fuel-Protect Keep Clean?
A. John Deere Fuel Conditioner does contain detergents
that are effective in managing routine build-up of deposits
and contaminants. John Deere Fuel Conditioner also has
properties that boost cetane number and add lubricity.
These additional benefits are not provided with Keep Clean
as it is designed to address the stubborn deposit formation
associated with some ULSD and biodiesel blends in higher-
pressure fuel systems.

90
 Questions and Answers

Diesel Exhaust Fluid (DEF) Fluid Analysis Preventive Maintenance

Q. How is John Deere dealing with the potential for urea freezing Q. Is there any way used oil can be analyzed? What are the
in cold environments? benefits for dealers and customers?
A. Diesel exhaust fluid (DEF) is made of 32.5% urea and 67.5% A. John Deere fluid analysis programs provide analysis of used
deionized water and will begin to gel at –11 ºC (12 ºF). From an oil. An independent laboratory performs the testing. The lab
engine perspective, there will be heated DEF lines between test results (spectrochemical to determine wear, and physical
the DEF tank and the decomposition tube where DEF is properties to determine oil condition) are provided to the
injected into the exhaust stream. When the engine is shut dealer and the customer, if known.
down, DEF is pumped out of all lines and the supply pump
Benefits to the dealer:
back into the DEF tank. The DEF tank itself is equipped with
a heating element that utilizes engine coolant to thaw DEF in – Increases customer contact.
temperatures below –11 ºC (12 ºF). The engine can be operated – Builds customer confidence.
immediately and throughout the DEF tank thawing process.
– Provides more knowledge of equipment condition.
Q. How should DEF be stored?
– Increases sales opportunities.
A. DEF should be stored in sealed containers to prevent
contamination, evaporation, and ammonia release. Store – Provides “lead-in” for salesman to call on customer.
DEF in the shade, where possible, to avoid fluid heating Benefits to the customer:
from direct sunlight.
– Early problem detection leads to minor repairs versus major
Q. What is the shelf life of DEF? overhaul.
A. Actual DEF shelf life is determined by many variables. It is – Provides additional incentive to perform maintenance.
recommended to keep DEF in sealed containers and out of
high heat for sustained periods. DEF should be purchased – Lets customer know how well equipment is being
in amounts that can be consumed in a reasonable amount maintained.
of time. – Invites professional advice when problems are encountered.
Q. Is DEF compatible with metals and other materials? – Boosts confidence in the machine and the dealer.
A. DEF should always be transported and stored in appropriate – Increases contact with the dealer.
containers. Only use containers made of DEF-compatible
Coolant and diesel fuel testing are also available.
stainless steel, high-density polyethylene, or polypropylene.
DEF can be corrosive to certain materials such as steel,
iron, zinc, nickel, copper, aluminum, and magnesium. DEF
contamination, even with trace amounts of metals, can
damage the catalyst in the SCR system.
Q. How do I know if I have bad DEF?
A. DEF should be crystal clear with a light ammonia smell. If DEF
appears cloudy or has a profound ammonia smell, it should
not be used.

Need to sharpen your terminology skills? Check out the glossary starting on page 79.
91
 Additional Part Numbers
Bar and Chain Oil U.S. 24 605-L (6,500 gal.) (max.) Bulk Oil Program
Part Number Description Size Pkg. Qty. Part Number Description Size Pkg. Qty.
UP00856 Bar and Chain Oil 946 ml (1 qt.) 12 Temple, TX and Waterloo, IA
TY26520 Bar and Chain Oil 3.78 L (1 gal.) 4 TY26625 Hy-Gard Per L (gal.) 1
TY26686 Plus-50 II (15W-40) Per L (gal.) 1
2-Cycle Engine Oil
TY27008 Plus-50 II (10W-30) Per L (gal.) 1
Part Number Description Size Pkg. Qty.
TY27399 Hitachi Super Per L (gal.) 1
UP08138 Semi-Synthetic 77 ml (2.6 oz.) 24 EX-46HN Excavator
2-Cycle Oil Hydraulic Oil
UP08140 Semi-Synthetic 189 ml (6.4 oz.) 24 TY27400 Hydrau Per L (gal.) 1
2-Cycle Oil
TY27718 Hydrau XR Per L (gal.) 1
UP08127 Semi-Synthetic 473 ml (16 oz.) 24
2-Cycle Oil
Canada Bulk Oil Program (6800 L minimum per product)
Sprayer Winterizer Fluid PG Part Number Description Size Pkg. Qty.
Pkg. TY26660 Plus-50 II 1 L (0.26 gal.) Need to Add
Part Number Description Size (15W40) Freight
Qty.
N305634 Sprayer Winterizer Fluid PG 9.46 L 2 CXTY26072 Hy-Gard 1 L (0.26 gal.) Need to Add
(Propylene Glycol) (2.5 gal.) Freight
TY26555 Sprayer Winterizer Fluid PG 208 L 1
(Propylene Glycol) (55 gal.) Canada Distributor Bulk Oil Program
Part Number Description Size Pkg. Qty.
PAG Refrigeration Oil (Air Conditioner)
TY27384 Plus-50 II Per L (gal.) 1
Part Number Description Size Pkg. Qty. (15W-40)
TY22100 High-Viscosity PAG 354.9 ml 6 TY27385 Hy-Gard Per L (gal.) 1
Oil ISO 150 (Delco) (12 oz.)
TY27386 Low Viscosity Per L (gal.) 1
TY22101 Low Viscosity PAG 354.9 ml 6 Hy-Gard
Oil ISO 46 (Denso) (12 oz.)
TY27701 Plus-50 II (0W-40) Per L (gal.) 1
TY22102 Low Viscosity PAG 354.9 ml 6
TY27704 Hitachi Super Per L (gal.) 1
Oil ISO 46 (12 oz.)
EX 46HN
(Non-Deere)
TY27705 Daphne Super Per L (gal.) 1
Hydro 32AU
U.S. Distributor Bulk Oil Program
TY27711 Hydrau Per L (gal.) 1
Part Number Description Size Pkg. Qty.
TY27713 Hydrau XR Per L (gal.) 1
TY22028 Hy-Gard™ Per L (gal.) 1
TY27714 Plus-50 II (10W-30) Per L (gal.) 1
TY24312 Torq-Gard™ Supreme
Per L (gal.) 1
30W (Texas only)
Canada Bulk Oil Program (300 L minimum per product;
TY26682 Plus-50™ II (15W-40) Per L (gal.) 1 500 L total for the order)
TY27331 Hitachi Super Per L (gal.) 1 Part Number Description Size Pkg. Qty.
EX 46HN TY27384 Plus-50 II 1 L (0.26 gal.) Freight Included
TY27452 Hydrau™ Per L (gal.) 1 (15W-40)
TY27471 Hydrau™ XR Per L (gal.) 1 TY27385 Hy-Gard 1 L (0.26 gal.) Freight Included
TY27536 Plus-50 II 10W-30 Per L (gal.) 1 TY27386 Low Viscosity 1 L (0.26 gal.) Freight Included
Hy-Gard

Part numbers subject to change. Available in U.S. and Canada unless otherwise noted.

92
 Questions and Answers

This publication is provided “as is” without warranty of any kind, either
express or implied, including, but not limited to, the implied warranties
of merchantability, fitness for a particular purpose, or non-infringement.
This publication could include technical inaccuracies or typographical errors.
Changes are periodically added to the information herein; these changes will
be incorporated in new editions of the publication. John Deere merchandise
may make improvements and/or changes in the product(s) and/or the
program(s) described in this publication at any time.

93
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