Royal Purple
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Rookie
Joined: Apr 2007
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From: Buffalo,New York
Royal Purple
What up people!I have a question to ask everyone,and I hope you could help.I wrote a letter to to the staff of Royal Purple about what I could use their tranmission oil.Because I am tired of using oils from the dealer.A Mr. David Canitz from RP informed that I could use synchromax.Now has anyone use this product?And where can I get it from?
R.I.P. Dusty (Retired Moderator
Joined: Dec 2003
Posts: 24,471
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From: Alamosa, Colorado (200 yards from the Rio Grande)
RE: Royal Purple
In my opinion, all Royal Purple products are overpriced and over hyped. This is MY opinion. Do the research, and compare the findings.....for just an old guy's experience, there is very little difference in real world use. Most of it is in your head and your foot on the pedal......
Dusty
Dusty
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Joined: May 2004
Posts: 4,361
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From: NY
RE: Royal Purple
^^^^ agreed. you should be changing your tranny fluid long before you'd notice a difference in fluid. the only one that i have heard really does make a difference is redline, and from what i hear it's not a good difference. stick with the mopar stuff imo.
Rookie
Joined: Mar 2006
Posts: 59
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From:
RE: Royal Purple
this is from the other forum explaining why mopar choose to use atf+4 in our transmissions.
First off, ill go ahead and get this out of the way. I am a certified Dodge tech and specialize in manual trans and auto trans. However I am also a srt-4 owner and a part of this community so I am here to help with what I can. (lets keep the flamming and why did dodge void my warrenty to a minimum please)
Now there are alot of threads going around on why our transmissions are hard to shift/failing, why did dodge choose this tranny, and why is it filled with ATF+4. Im going to try and clear up as much of this as I can in one smooth sweep. If anyone feels differently then feel free to post your thoughts and opinions.
When mopar chose the tranny they werent looking at shift quality. I'll just say this off the bat. If they wanted shift quality they would have put the base model trans in here. They were looking at power handling. Something that could take the torque. Our tranny is actually very strong as far as torque capacity is.
However im not saying there isnt a problem with the trannys. The occasional gritty feeling going into gear is pretty much normal due to the syncrodesign. Now a complete lockout or falling out of gear is not normal.
Shift quality comes from how quickly the syncrocan cut through the fluid and grip the gear to speed it up or slow it down. Now the standard syncros blocker ring is brass with about 4 to 5 rows of razor sharp teeth on the inside. These teeth can cut through the fluid and grip the gears hub quickly, enabling a fast smooth shift. Just like in the base model transmissions.
Our blocker ring however has a flat clutch material with the occasional cut out in it to wipe the fluid away. Now being flat it cant cut through the fluid instead it wipes it away. But it cant do it fast enough. Which is why mopar used ATF+4. ATF+4 is extremely slick and allows clutch materials to slip without burning up. It may not have been the best choice of fluids but mopar has other reasons why they chose it too. Like cost, it is cheaper to have a common fill on an assembly line then it is to have multiple fluids, especially with a limited production car. Many people have moved away from ATF and are using royal purple or Amsoil and have had great luck with it. Im personally thinking about doing this as well. However, if your tranny is under warrenty, i dont recommend you do this as a JUST IN CASE kind of thing. ATF+4 has a very distinct smell and techs can tell tell the difference right off the bat.
Now with wot shifting, just think about what i have said above and what you are doing and things will start to kind of click.
With wot shifting the gears are moving at an extremely high rate of speed. Not to mention your still holding your foot to the floor. So when you go to shift, the syncrocant slow down the gear fast enough and you either grind or get locked out. By doing this repeatedly, your either going to bend a shift fork due to the forces being exerted, brake the shift selector (which many people have done), or your going to eat up the dog teeth on the gear andsyncrohub (which will cause a popping out of gear condition). Unfortuately once the damage is done, thats it the tranny is screwed.
Its really just a poor choice in syncrodesign that is causing all of our headaches.
First off, ill go ahead and get this out of the way. I am a certified Dodge tech and specialize in manual trans and auto trans. However I am also a srt-4 owner and a part of this community so I am here to help with what I can. (lets keep the flamming and why did dodge void my warrenty to a minimum please)
Now there are alot of threads going around on why our transmissions are hard to shift/failing, why did dodge choose this tranny, and why is it filled with ATF+4. Im going to try and clear up as much of this as I can in one smooth sweep. If anyone feels differently then feel free to post your thoughts and opinions.
When mopar chose the tranny they werent looking at shift quality. I'll just say this off the bat. If they wanted shift quality they would have put the base model trans in here. They were looking at power handling. Something that could take the torque. Our tranny is actually very strong as far as torque capacity is.
However im not saying there isnt a problem with the trannys. The occasional gritty feeling going into gear is pretty much normal due to the syncrodesign. Now a complete lockout or falling out of gear is not normal.
Shift quality comes from how quickly the syncrocan cut through the fluid and grip the gear to speed it up or slow it down. Now the standard syncros blocker ring is brass with about 4 to 5 rows of razor sharp teeth on the inside. These teeth can cut through the fluid and grip the gears hub quickly, enabling a fast smooth shift. Just like in the base model transmissions.
Our blocker ring however has a flat clutch material with the occasional cut out in it to wipe the fluid away. Now being flat it cant cut through the fluid instead it wipes it away. But it cant do it fast enough. Which is why mopar used ATF+4. ATF+4 is extremely slick and allows clutch materials to slip without burning up. It may not have been the best choice of fluids but mopar has other reasons why they chose it too. Like cost, it is cheaper to have a common fill on an assembly line then it is to have multiple fluids, especially with a limited production car. Many people have moved away from ATF and are using royal purple or Amsoil and have had great luck with it. Im personally thinking about doing this as well. However, if your tranny is under warrenty, i dont recommend you do this as a JUST IN CASE kind of thing. ATF+4 has a very distinct smell and techs can tell tell the difference right off the bat.
Now with wot shifting, just think about what i have said above and what you are doing and things will start to kind of click.
With wot shifting the gears are moving at an extremely high rate of speed. Not to mention your still holding your foot to the floor. So when you go to shift, the syncrocant slow down the gear fast enough and you either grind or get locked out. By doing this repeatedly, your either going to bend a shift fork due to the forces being exerted, brake the shift selector (which many people have done), or your going to eat up the dog teeth on the gear andsyncrohub (which will cause a popping out of gear condition). Unfortuately once the damage is done, thats it the tranny is screwed.
Its really just a poor choice in syncrodesign that is causing all of our headaches.
Professional
Joined: Apr 2006
Posts: 227
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From:
RE: Royal Purple
i'm using royal purple synchromax (without extra fm added) and it does seem to shift smoother, and during really cold weather is when i mostly notice a better shift quality. that being said, i'll probably try roughly 2 quarts ATF+4, FM, and a 1/2 quart of Lucas synthetic stabilizer next time.
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Professional
Joined: Mar 2007
Posts: 137
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RE: Royal Purple
ORIGINAL: Polishguy33
this is from the other forum explaining why mopar choose to use atf+4 in our transmissions.
First off, ill go ahead and get this out of the way. I am a certified Dodge tech and specialize in manual trans and auto trans. However I am also a srt-4 owner and a part of this community so I am here to help with what I can. (lets keep the flamming and why did dodge void my warrenty to a minimum please)
Now there are alot of threads going around on why our transmissions are hard to shift/failing, why did dodge choose this tranny, and why is it filled with ATF+4. Im going to try and clear up as much of this as I can in one smooth sweep. If anyone feels differently then feel free to post your thoughts and opinions.
When mopar chose the tranny they werent looking at shift quality. I'll just say this off the bat. If they wanted shift quality they would have put the base model trans in here. They were looking at power handling. Something that could take the torque. Our tranny is actually very strong as far as torque capacity is.
However im not saying there isnt a problem with the trannys. The occasional gritty feeling going into gear is pretty much normal due to the syncro design. Now a complete lockout or falling out of gear is not normal.
Shift quality comes from how quickly the syncro can cut through the fluid and grip the gear to speed it up or slow it down. Now the standard syncros blocker ring is brass with about 4 to 5 rows of razor sharp teeth on the inside. These teeth can cut through the fluid and grip the gears hub quickly, enabling a fast smooth shift. Just like in the base model transmissions.
Our blocker ring however has a flat clutch material with the occasional cut out in it to wipe the fluid away. Now being flat it cant cut through the fluid instead it wipes it away. But it cant do it fast enough. Which is why mopar used ATF+4. ATF+4 is extremely slick and allows clutch materials to slip without burning up. It may not have been the best choice of fluids but mopar has other reasons why they chose it too. Like cost, it is cheaper to have a common fill on an assembly line then it is to have multiple fluids, especially with a limited production car. Many people have moved away from ATF and are using royal purple or Amsoil and have had great luck with it. Im personally thinking about doing this as well. However, if your tranny is under warrenty, i dont recommend you do this as a JUST IN CASE kind of thing. ATF+4 has a very distinct smell and techs can tell tell the difference right off the bat.
Now with wot shifting, just think about what i have said above and what you are doing and things will start to kind of click.
With wot shifting the gears are moving at an extremely high rate of speed. Not to mention your still holding your foot to the floor. So when you go to shift, the syncro cant slow down the gear fast enough and you either grind or get locked out. By doing this repeatedly, your either going to bend a shift fork due to the forces being exerted, brake the shift selector (which many people have done), or your going to eat up the dog teeth on the gear and syncro hub (which will cause a popping out of gear condition). Unfortuately once the damage is done, thats it the tranny is screwed.
Its really just a poor choice in syncro design that is causing all of our headaches.
this is from the other forum explaining why mopar choose to use atf+4 in our transmissions.
First off, ill go ahead and get this out of the way. I am a certified Dodge tech and specialize in manual trans and auto trans. However I am also a srt-4 owner and a part of this community so I am here to help with what I can. (lets keep the flamming and why did dodge void my warrenty to a minimum please)
Now there are alot of threads going around on why our transmissions are hard to shift/failing, why did dodge choose this tranny, and why is it filled with ATF+4. Im going to try and clear up as much of this as I can in one smooth sweep. If anyone feels differently then feel free to post your thoughts and opinions.
When mopar chose the tranny they werent looking at shift quality. I'll just say this off the bat. If they wanted shift quality they would have put the base model trans in here. They were looking at power handling. Something that could take the torque. Our tranny is actually very strong as far as torque capacity is.
However im not saying there isnt a problem with the trannys. The occasional gritty feeling going into gear is pretty much normal due to the syncro design. Now a complete lockout or falling out of gear is not normal.
Shift quality comes from how quickly the syncro can cut through the fluid and grip the gear to speed it up or slow it down. Now the standard syncros blocker ring is brass with about 4 to 5 rows of razor sharp teeth on the inside. These teeth can cut through the fluid and grip the gears hub quickly, enabling a fast smooth shift. Just like in the base model transmissions.
Our blocker ring however has a flat clutch material with the occasional cut out in it to wipe the fluid away. Now being flat it cant cut through the fluid instead it wipes it away. But it cant do it fast enough. Which is why mopar used ATF+4. ATF+4 is extremely slick and allows clutch materials to slip without burning up. It may not have been the best choice of fluids but mopar has other reasons why they chose it too. Like cost, it is cheaper to have a common fill on an assembly line then it is to have multiple fluids, especially with a limited production car. Many people have moved away from ATF and are using royal purple or Amsoil and have had great luck with it. Im personally thinking about doing this as well. However, if your tranny is under warrenty, i dont recommend you do this as a JUST IN CASE kind of thing. ATF+4 has a very distinct smell and techs can tell tell the difference right off the bat.
Now with wot shifting, just think about what i have said above and what you are doing and things will start to kind of click.
With wot shifting the gears are moving at an extremely high rate of speed. Not to mention your still holding your foot to the floor. So when you go to shift, the syncro cant slow down the gear fast enough and you either grind or get locked out. By doing this repeatedly, your either going to bend a shift fork due to the forces being exerted, brake the shift selector (which many people have done), or your going to eat up the dog teeth on the gear and syncro hub (which will cause a popping out of gear condition). Unfortuately once the damage is done, thats it the tranny is screwed.
Its really just a poor choice in syncro design that is causing all of our headaches.
Registered User
Joined: Aug 2005
Posts: 22
Likes: 0
RE: Royal Purple
i use rp synchromax w/ mopar friction modifier, and my tranny shifts so smooth. i have no problem with shifting or popping out of gear. (knock on wood) Just change your fluid every 10-12,000 miles and you'll be find. I get my fluid from pepboys
