Great but what does it mean ? Enough differences there to say they have different properties.
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Great but what does it mean ? Enough differences there to say they have different properties.
It is a different additive pack in the BMV - main differences in calcium and phosphorus with lower levels in the BMV and slightly more zinc in the BMV as well. Slightly higher viscosity for the BMV and the viscosity index (stability of viscosity across different temps) is near enough to the same.
For me I mainly use it as baseline data to compare the used oil samples to better track how the oil is coping
Shanegtr. I notice you are using Penrite BMV. Is this a product of your choice or are you using it to judge against lifeguard 6.
I sourced a used box from TRS in Adelaide and had it changed over, but the mechatronics wouldn't "talk" to the car, so my old D3 mechatronic had to be swapped back in. Theories abound as to: wether the box came out of a RRS, the programme is write once only, or the programme may work on certain batch numbers, but it is definitely worth hanging on to the old box until the "new" one is working if going used or reconditioned.
I'm surprised you weren't told about that prior to purchase.... there are service tools to program them to the car, all trans rebuilders have them.Quote:
Originally Posted by RANDLOVER
That was the problem my mechanic and the local ZF guy both have the programming tools, but it just wouldn't work so the mechatronic had to be swapped, the ZF guy said he'd had it happen to him before on a BMW, not sure what odds he gave of it happening 100-1 I think, so I guess I'm just lucky.Quote:
Originally Posted by justinc
Bit of both. Mainly looked at using BMV for a couple of reasons:Quote:
Originally Posted by D4thebiglap
1) Already there was quite a few reports from others using it without any immediate issues
2) Cost benefit over LG6
And since I have previous data with the LG6 it makes sense to compare it in service
Thank you for this. I've been looking at using BMV also and with your evaluation/comparison via the previous testing of LG6, I think I'll do the same.
Shane’s not the only one running it.
I decided that at worst I was up for a rebuild if it went bad so give it a go.
The Penrite BMV seems to do the trick. Shift improved (oil was at 50,000km when flushed) and so far I can’t fault it after 15,000km.
Is this an issue with the 2010 3.0TDV6 D4? I am going to assume so. Just picked up the car and has 150,000km on it, has just followed standard LR servicing. No evidence the fluid has ever been changed. Gearbox feels perfect but seems a good time to do a preventative change before it is a problem.