Right, right, yeah, here come the anecdotes. Let's have some "I've been using Fram filters/smoking cigarettes/not using seatbelts/not using helmets since 1943 and I'm still just fine!" in the mix, just for variety, too.

Torqueflites will hold up OK with Type-F (except when they don't), which is mostly an illustration of how rugged the Torqueflite is. There are much funner ways of demonstrating that a Torqueflite is robustly enough engineered to withstand abuse than to use an (objectively) inferior fluid.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

I searched Google for problems associated with Type F fluid and came up with a bunch of nothing.

I understand that the mineral based Type F does not hold up to temperature as well as the Dextron fluid, but with the introduction of synthetic Type F that issue seems to be put to rest.

I'll inspect my clutches and bands. If there are big chunks missing or other signs of recent degradation I'll suspect the Type F. I have a hunch it's something else in there though, because the car still runs and drives fine. It's just that darn squeaking noise that makes me think I better have my towing insurance paid up.

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1968 Plymouth Barracuda Convertible Super six

Synthetic F?

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'72 Duster 198 stock cam, 3:23's Hookers on jack stands for 8 years in the driveway
'79 Maxivan 360 Offy Qjet Comp RV cam/rusting in the driveway.
93 D350 160HP Cummins Auto Dually Clubcab needs a injector pump
2005 Golden Couch Buick

"I didn't find it on Google! It must not be true/must not exist!"

Maybe you're having trouble with your Google searches because you're searching for info on a fluid ("Dextron") that doesn't exist. It's almost as mystifying as the amount of insistence, devotion, and effort you're putting into using the wrong fluid in your transmission.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Easy, folks. Clearly, Dextron III (or IV now?) is good for 904s, and some have used F with success. I have tried both and don't see any difference in performance, so I use Dex because it is actually recommended for that trans and is cheaper and/or easier to get.

Lou

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Home of Slant6-powered fun machines since 1988

Dexron. No "T" in it. And the current one is Dexron-VI. See my post in this thread dated Tue Mar 01, 2011.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Next thing you're going to tell me there is no G in Cummings diesel!

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'72 Duster 198 stock cam, 3:23's Hookers on jack stands for 8 years in the driveway
'79 Maxivan 360 Offy Qjet Comp RV cam/rusting in the driveway.
93 D350 160HP Cummins Auto Dually Clubcab needs a injector pump
2005 Golden Couch Buick

Nope, never searched for Dextron or Dexron. " I searched Google for problems associated with Type F fluid and came up with a bunch of nothing."

It's ok though, Dan, you're right. I came to that realization when I looked YOU up on Google, and it says right there on the internet "Dan is right, because he says so!" I get it. No Type F, no Dextron( I couldn't find it in the store or on the internet anyway) and I promise to retard my initial timing because my car just runs too good to be true. It's mystifying, but I'm a mystifying type of guy.

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1968 Plymouth Barracuda Convertible Super six

Have you verified that the outer ring on your vibration dampener hasn't slipped? If the dampener is a replacement or a rebuild, have you verified that the timing mark on it is at true TDC? I installed a new dampener on the slant in my brother's van and the timing mark was about four degrees off of true TDC.

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Casually looking for a Clifford hyperpak intake for cheap.

To be fair, no I have not rechecked it since Doc set it up when he assembled the long block. It does have about 5000 miles on it since he went through it and degreed the cam etc.

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1968 Plymouth Barracuda Convertible Super six

That happens not because I'm some super genius know-all or anything like that, but because I keep my mouth shut when I don't know what I'm talking about. When I do know what I'm talking about, I speak up. Sometimes that upsets those who think guesses and opinions are just as good as facts and science, and that's unfortunate, but I keep sharing freely of my time and effort (and reliable documentation) to help people who ask questions.



Every now and then someone who's asked a question decides he doesn't like the answer and gets all huffy and mealymouthed about it. That's pretty mystifying.
Looks like we agree: "Mystifying" is a good word.
Oh, I think it's probably plenty retarded enough already.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Here Dan, I fixed your picture for you:

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Casually looking for a Clifford hyperpak intake for cheap.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Your right Dan, you are a ledgend in your own mind. A very small place indeed!

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1968 Plymouth Barracuda Convertible Super six

There is less lubricity in the Type F fluid, but it will engage clutches better, making for less slippage, and heat.
The Synthetic Type F out there has similar lubricating properties to the Dexron, and still will result in firmer shifts. A benefit to performance applications, but decidedly not comfort.

Just how much accelerated wear type F causes, in my experience, is fairly minimal. I know people that have been daily driving with it for years, and launching down the strip on the weekends. On tear down, the issues have been unrelated to lubrication.

In a lock up converter transmission, Type F is a bad idea. Lock ups are prone to chattering, so very specific friction modifiers are needed. Lockup TC's have relatively small friction materials, so can't live in that environment long. There are modulating and variable lock up converters out there now days that would turn to slag in short order with anything but the latest formulations.

If your going to run Type F on the street, the best choice would be the Synthetic variants. That being said, I run Dinosaur type F with negligable wear in the Hooptie.
As Dan says, these are tough transmissions. I've smoked them with Dexron II and III all the same. The throttle valve setting is very important, as are the line pressure, band adjustments, and pack setup. We won't go into valve body and governer modifications, but they play a huge role in how the transmission will operate and survive under a variety of situations.

If the transmission isn't set up correctly; Line pressure, clutch pack tolerances, and so forth, it doesn't matter what fluid you put in there. It's just a matter of time. All the damage I've incurred have been the direct result of incorrect setup in one mode of operation or another.

We could blame my output shaft bushing clearance on Type F, but that bushing had 268k miles with an out of balance driveshaft before it wallowed out. Now that it's balanced, I haven't seen any indication of bushing wear.
Sure, type F doesn't provide as much lubrication. It still provides adequate lubrication for most parts. It also provides much quicker engagement, so isn't going to be the root cause of the problems likely to take out a torqueflite.

If your running an old unmodified transmission, run the latest Dexron. If you are building a fresh transmission and are meticulous about your setup, run whatever trips your trigger.
If you want a demonstration of what the 904 shifts like with Type F, think of Dexron as a wheeled office chair that is accelerated by a big bungee cord. Now instead of a bungee cord, have a filing cabinet full of bricks hit the back of the chair at 15mph. Thats Type F. Most chicks don't dig it.

2¢

CJ

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Part of Tyrde-Browne Racing