Motul Multi DCTF vs. Redline DCTF for the S-Tronic

[Ape Factory]

I'm debating between these two gearbox oils for use in the RS5 (S-Tronic, DL501).
-Both meet Audi's standard for the DL501 gearbox.
-Redline is full PAO/Ester stock (Group IV and Group V)
-Motul is a synthetic blend
-Redline is about $6 more expensive per quart than Motul ($50 more in total cost)
-Redline is made in the U.S.

Specs

Redline 100% synthetic
VIS @ 212F=8.1
VIS @104F=40.7
Viscosity Index=177
Pour Point -50F
Flash Point ?

Motul Semi-Synthetic blend https://s3-eu-west-1.amazonaws.com/m...pdf?1510939252
VIS@212F=7.3
VIS@104F=33.8
Viscosity Index=189
Pour Point -49
Flash Point 385F

Adding others...

Rowe ATF DCT II Full synthetic
Viscosity @ 104F 32.8
Viscosity @ 212F 6.6
Viscosity Index 175
Flash point 366.8F
Pour point -40

Amsoil 100% synthetic https://www.amsoil.com/lit/databulletins/g3431.pdf
Amsoil
VIS @ 104F=38.8
VIS @212F=7.7
Viscosity Index=177
Flash point=446F
Pour Point -72.4

Pentosin FFL-4 ***Not confirmed to work with the S-Tronic yet*** http://www.pentosin.net/specsheets/pentosin_ffl-4.pdf
Viscosity at 104F 36.3
Viscosity at 212F 7.0
Viscosity Index 173
Pour Point -51°C/-59.8°F
Flash Point 224°C/435.2°F

Liqui-Molly 8100 DCT Fully synthetic https://pim.liqui-moly.de/pidoc/P000...00-31.0-us.pdf
Viscosity @ 104F 33.0
Viscosity @ 212F 6.85
Viscosity Index 174
Flash Point 392F
Pour Point -54F

Castrol Transmax Dual Full synthetic https://msdspds.castrol.com/bpglis/FusionPDS.nsf/Files/8CA4D9C7A952E6C98025803C004AFC36/$File/BPXE-AEX992.pdf
Viscosity @ 104F 35.5
Viscosity @ 212F 7.2
Viscosity Index 166
Flash Point 446F
Pour Point -97F

Millers Millermatic ATF DCT-DSG Full synthetic https://www.google.com/url?sa=t&rct=...Kr-npFR_9Na03X
Viscosity @ 104F
Viscosity @ 212F
Viscosity Index 1
Flash Point
Pour Point

Torco DCT 100% synthetic
Viscosity @ 104F 7.0
Viscosity @ 212F 33.9
Viscosity Index ???
Flash Point -54C
Pour Point 383F

I will most likely not see extended periods of cold temperatures below freezing. Plus the car is garage stored overnight and it's insulated. I most likely won't track the car at a place like COTA (never say never!) but it will go to the drag strip periodically and most likely be run on a dyno.

They're both "thin" oils and should remove heat more efficiently than a more viscous fluid. I do not know what the specs are for the OEM-specified, Audi-branded transmission fluid (ATF side).

The Redline fluid is more viscous and should "protect better" but also has a lower VI (viscosity index) meaning it's viscosity is more greatly affected by temperature than the Motul (the higher the number the better).

The Motul, at operating temperature (212F) will most likely loose less power to frictional and pumping losses than Redline. Given that both meet Audi's standard, I'm thinking wear protection wouldn't really come into play. I don't plan on extending the change intervals.

I see a lot of GT-R guys running Redline for their track-driven cars. Both are spec'd for a ton of different brands including Ferrari (and the aforementioned R35 GTR).

I know the Motul is GL-4 rated. My understanding is that GL-4 is designed for cars with brass synchros. No rating on Redline.

Anything I'm overlooking or not understanding correctly? Wondering if the full synthetic is the way to go. My only hesitation is that Motul may protect just as well, cost less and produce a few hp more due to it's lower viscosity at operating temps. Probably splitting hairs but facts and even opinions appreciated.

[ffearless]

I prefer Amsoil.

[Ape Factory]

Why do you prefer it?

I did look at Amsoil and they apparently worked with some GT-R tuners in developing the fluid. I saw something a while back that gave me pause, can't remember off hand.

Has nice specs though.


Amsoil
VIS @ 104F=38.8
VIS @212F=7.7
Viscosity Index=177
Flash point=446F
Pour Point -72.4

Splits Redline and Motul in the VIS department with a much lower pour point and much higher flash point. They have a TON of technical info on it readily available including something so esoteric as surface tension. Nice. Also has a complete composition list! Meets Audi's spec too.

Only caveat, it's way more expensive. I just found Redline for $3 less a quart. I'll shop around for Amsoil and see if I can get it for a lower price.

[ffearless]

Amsoil is 100% synthetic. Its wear tests indicate high shear strength. It generally has a high flash point. Off gassing is low. I am running in now and it works well. My labor in the maintenance offsets the higher price and I believe my transmission will last longer and is protected for longer drain intervals should I choose to stretch them.

[Ape Factory]

Some of the stuff that concerns me about Amsoil is that they haven't been making DCTF very long compared to Motul or even Redline and there's not a lot of feedback from Audi owners or even GT-R owners which seem to swap transmission fluid like 3K mile oil changes. Most of the big GT-R guys go with Dodson=branded DCTF who also makes an Audi-specif DCTF but not one that I believe meets the DL501's 052 529 specification. Plus I'm sure it's priced like gold and someone else's "oil" with their own specified additives package.

One should not only consider gear protection but also friction modifiers for the clutch plates. Common practice amongst sport bike owners, or motorcycles in general, that all run wet clutches. Even Dodson mentions "clutch" grip. It's sort of an unknown for us and none of the DCTF fluid makers even mention this.

Pentosin, Ravenol and Liqui Molly also make DCT fluids. Should probably throw those in here too. I've heard Pentosin and Motul as possible OEM producers for Audi but no solid evidence. I'll look up all their specs and post them here.

So you're now running Amsoil. Notice any changes? Do you plan on having the drained Amsoil tested at the next service interval?

As for longevity, I would not push the service intervals past 20K.

[bhvrdr]

Pentosin is the oem and what i use



PRODUCT ATTRIBUTES
Appearance Amber & Clear
Density at 15°C 845 kg/m³
Density at 20°C 841 kg/m³
Kinematic Viscosity at 40°C 36.3 mm²/s
Viscosity Index 173
Dynamic Viscosity at -40°C 12100 mPa*s
Pour Point -51°C/-59.8°F
Flash Point 224°C/435.2°F
pH Value N/A

[Ape Factory]

Pentosin is the oem and what i use



PRODUCT ATTRIBUTES
Appearance Amber & Clear
Density at 15°C 845 kg/m³
Density at 20°C 841 kg/m³
Kinematic Viscosity at 40°C 36.3 mm²/s
Viscosity Index 173
Dynamic Viscosity at -40°C 12100 mPa*s
Pour Point -51°C/-59.8°F
Flash Point 224°C/435.2°F
pH Value N/A

I've heard that as a rumor but is there any proof Pentosin makes the OEM fluid? Audi may (or may not) purchase from Pentosin but with their own proprietary additive package.

Also, the FFL-2 doesn't meet spec for the DL501. It meets 052 182 A2/A6 but not 052 529. It has a lower viscosity index than the Motul and they don't list viscosity at operating temperature (100 degrees Celsius) http://www.pentosin.net/specsheets/Pentosin_FFL-2.pdf

One other consideration is compatibility between the original fluid being drained and it's replacement. Are there any long-term issues with mixing two fluids and their additive packages?

[Ape Factory]

ffearless also brought up flash point. That's the point at which the oil will produce sufficient vapor to ignite when exposed to a source of ignition. I don't think that'll ever be an issue in the S-Tronic, even under track day conditions. Anyone ever log transmission temperatures while at the track?

Interestingly, from what I've been reading, engine oil is at it's peak performance between 210-250 degrees in terms of wear protection.

[bhvrdr]

I've heard that as a rumor but is there any proof Pentosin makes the OEM fluid? Audi may (or may not) purchase from Pentosin but with their own proprietary additive package.

Also, the FFL-2 doesn't meet spec for the DL501. It meets 052 182 A2/A6 but not 052 529. It has a lower viscosity index than the Motul and they don't list viscosity at operating temperature (100 degrees Celsius) http://www.pentosin.net/specsheets/Pentosin_FFL-2.pdf

One other consideration is compatibility between the original fluid being drained and it's replacement. Are there any long-term issues with mixing two fluids and their additive packages?

You know you got me on that one. I recalled researching fluids a few months back but it was actually for my 911 and on that the OEM Porsche fluid actually has a pentosin logo on their porsche bottles. For Audi its hidden so i apologize thats not confirmed.

BTW, you think this is really necessary at all?

https://www.uspmotorsports.com/DSG-C...r-Housing.html

[Ape Factory]

Huh interesting on the Porsche fluid having the Pentosin label. Yeah I'm in the same boat, I've heard that but I've not been able to locate any 100% solid answer. I know Castrol makes our original engine oil so it's possible someone else could make the DCT fluid.

On the USP billet cover, maybe. If it fits. I'm wondering if the design is universal across all of the S-Tronics. I'd get clarification. I don't think it'll really provide any significant cooling benefits but the plastics can deteriorate as it's being irradiated by heat from the exhaust. The OEM cap has a secondary mechanism to make sure it doesn't vibrate off. ECS has that metal cap for the oil filter cover too and I actually purchased that and ended up sending it back. The OEM plastic cover is pretty tough. I'll take a look at the OEM external trans filter cover and report back.

[Ape Factory]

A few thoughts...I've been conversing with Dodson on their GT-R and Audi DCT fluids. They really won't give up any details which steers me clear of them altogether. I'm not a "take my word for it" sort of person while being charged 3X as much.

But one thing that was enlightening; the GTR R35's transmission cavity is one whole unit. It's not separate. On the OB5 DL505, it's two chambers separated by seals. As we all know, one holds the dual clutch transmission fluid (DCTF) and one holds the manual transmission fluid (MTF).

There are some R35 owners that run an ATF fluid in the gearbox as modern ATF's are very stable and offer all the elements needed to run a dual clutch gearbox whether it's a single or dual chamber.

With that said, Amsoil worked directly with some of the larger R35 tuners to develop something new that would work better than their ATF in the that car's gearbox. Namely, they had to develop something that prevented gear wear and shearing better than their ATF fluid.

Guess what the DL501 doesn't have in it's DCTF side? Gears. The DCTF side (or ATF side if you'd like) contains the mechatronics hydraulics and the clutch disks. That's it. No gear protection needed. So the question I ask is whether or not that extra gear protection is a detriment to the mechanics of the ATF side? Do other fluids also take gear protection into consideration? I don't know if the Porsche PDK or BMW DCT is two separate chambers.

Go to this post and look at the DL501 diagrams I posted. It shows the separation between the ATF and gear side. The differential is bathed in gear oil, not in the ATF side fluid. https://www.audizine.com/forum/showt...n-improvements

The ATF side on our transmission does need to have is the right friction modifiers to not cause chatter in the OEM clutch disks, to cool the electronics on the Mechatronic unit and to work as a hydraulic fluid. I would think aeration, small bubble formation, would also be a consideration. The friction modifiers can indeed have an effect on torque capacity of the clutch disks too.

So with that said, I'm actually leaning towards the Pentosin now IF it is indeed the OEM fluid, 100% synthetic (not a "full synthetic") and meets the 052 529 spec. I'll be writing them to see if it does.

[Ape Factory]

More info. Greatly confused by the Pentosin information on their own site. The FFL-2 (or any other fluid for that matter) meets the G 052 529 spec for the RS5's transmission (0B5 DL501).

If you look at their PDF tech flyers, none list that specification. But when you Google Pentosin G 052 529, it lists FFL-4. Now if you look at the FFL-4 specs, it's OEM specification for BMW and not Audi.

It gets worse. Go to the applications chart at the end of the PDF and it clearly lists FFL-4 for the RS5. Fark.

http://pentosin.net/pressreleases/Pe...atalog2015.pdf

Pentosin lists the RS5 product number as 1080107.

Edit: One of the reasons I'm looking at Pentosin now is they've divided their fluids up amongst various makes so they have an R35 specific oil, and Audi-specific, BMW-specific, etc...

[Ape Factory]

There's also Rowe: https://rowe-mineraloel.com/produktd...=25067&lang=gb

It's a "full synthetic" but they don't say 100% synthetic so some of the base oil could be highly refined crude instead of synthesized molecules.
Viscosity @ 104F 32.8
Viscosity @ 212F 6.6
Viscosity Index 175
Flash point 366.8F
Pour point -40

[bhvrdr]

Ill be interested to know which pentosin one is right for us too. The ffl2 or ffl4. Did you see that pentosin race fluid too. Might not be at all appropriate for our application


https://www.google.com/url?sa=t&sour...gjm0l3jSPJbLwO

[Ape Factory]

The Pentosin plot thickens.

It appears Fuchs now owns Pentosin? Anyway...there's a Pentosin FFL-52529 (sounds familiar, like G 052 529). Here's a link: https://www.fuchs.com/se/en/products...ique-products/

Scroll down and you'll see the FFL-52529. It even mentioned the Audi S-Tronic. BUT it also lists approvals as VW TL 52 529-C as in G 055 529. Yes my head hurts too. Now go here: https://www.fuchs.com/de/en/special/...sin-ffl-52529/
Notice on this page, they list FFL-52529 as being for the DL382 dual clutch transmission. Hrm.

No specs listed.

The DL382 is a front wheel drive version of the DL501 with minimal changes. I believe it's made in China. Not sure if it uses the same number of clutch plates but it's designed to be a transmission for lower output cars. Here's a blurb.

AUDI AG is presenting the DL382-7F dual-clutch transmission as the first transmission type of the new S tronic modular system. The seven-speed gearbox is intended for use in vehicles of the modular longitudinal kit. The transmittable engine torque is up to 400 Nm and the power up to 200 kW. The main objective in the development of the new S tronic was to maximize efficiency and thus reduce fuel consumption and CO 2 emissions. Through extensive simulations and optimizations and through the use of innovative technologies, power losses and drag torques could be reduced to a minimum. The achieved efficiency of the S tronic powertrain sets new standards. Optimized for the respective engine characteristics transmission design in conjunction with a torsional vibration decoupling, through which the speed level can be further reduced, further contribute to fuel consumption, without compromising the vibration comfort. The sporty character of the brand and its vehicles is underlined by the high switching dynamics of the DL382-7F. With the new S tronic, it has thus been possible to optimally combine the requirements in terms of sportiness, comfort and efficiency. The electronics of the DL382-7F consists of (pre-) testable subcomponents and is connected to each other via digital interfaces and bus systems robust and flexibly expandable. Thanks to a uniform hardware and software architecture, the gearbox control unit can be used in both the MLB and MLBevo modules used in the VW Group. The high efficiency requirements of the gearbox are supported in the electronics by numerous features. With the chosen ECU architecture, the ASIL D safety target is achieved and a flexible development of driving strategy and valve control is possible.

Audi is introducing the new dual-clutch transmission DL382-7F. The seven-speed transmission is used in vehicles from the modular longitudinal matrix (MLB). It is conceived for a torque of 400 Nm and for engine output of up to 200 kW. Top priority during the development of the new S tronic was the increase in efficiency and the reduction of fuel consumption and CO 2 emissions. Through extensive simulation and optimization and thus through the use of innovative technologies, it is possible to reduce power dissipation and drag torque to a minimum. In terms of efficiency, the new S tronic power train sets new benchmarks. A transmission layout optimized for the engine characteristics, combined with decoupling of torsional vibration, is also used to reduce the fuel consumption without having to compromise vibrational comfort. The sportiness of the brand and its vehicles is emphasized by the extremely dynamic shifting characteristics of the DL382-7F. The new S tronic has made it possible to optimally combine the requirements regarding sportiness, comfortable driving experience and efficiency. The electronics in the DL382-7F consist of (pre-) testable sub-components; they are robustly connected to one another via digital interfaces and bus systems and can flexibly expanded. By using a common hardware and software architecture, the transmission control unit can be used in both the MLB and MLBevo modules of the Volkswagen Group. The extensive efficiency requirements of the transmission are supported in the electronic system by numerous features. The selected control unit architecture fulfills the ASIL D requirements and allows a flexible development of driving strategy and valve actuation.

[Ape Factory]

Ill be interested to know which pentosin one is right for us too. The ffl2 or ffl4. Did you see that pentosin race fluid too. Might not be at all appropriate for our application


https://www.google.com/url?sa=t&sour...gjm0l3jSPJbLwO

That Pentosin is strictly for the Nssan R35 GT-R.

[Ape Factory]

More reading through various car forums which talk about their own DCT issues and essentially I think it boils down to this; use an oil that closely matches the OEM viscosity and has a high VI (Viscosity Index) number. From what I'm reading, most used oil analysis shows the oil isn't being worn out at the maintenance intervals and there's still life left when they get dumped. Again, we don't have to deal with gears on the ATF side. In addition, a thicker oil may not cool as well as a thinner oil and the mechatronic electronics are sensitive to heat. A higher viscosity may make shifts less smooth.

What we do not know is the VI or viscosity of the OEM fluid. I know for a fact the Pentosin FFL-4 fluid is the exact same fluid BMW relabels. There's a very slight difference in characteristics between the FFL-4 and FFL-2 and I do not know what the viscosity is of the FFL-2 @ 212F, only at the lower 104F measurement.

If anyone is going to change out the OEM fluid here soon, get a sample and send it out for analysis. I'll do likewise.

[Ape Factory]

So I think I've settled on the Liqui-Moly 8100 for the ATF side of the transmission. Has a good balance of specs without the higher viscosity numbers of Redline, Motul and Amsoil at operating temperature and has a decent VI number. Still debating and researching the MTF side but leaning towards Motul Gear 300 75w-90. Looks like I can use that in the MTF side of the differential as well but Audi lists two different part numbers for the MTF side of the transmission and the rear differential. I think you can go with a full GL-5 on the differential where you want a GL-4 compatible on the transmission due to the synchros.

[Muckman83]

For what I understand Pentosin is owned by Fuchs and Fuchs is what we used when I was working at Audi.
Pentosin is known to be the factory fill
So I do say Fuchs is the factory oem.


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[Ape Factory]

Fuchs does own Pentosin but it was acquired in 2015 or 2016. From a bit of research I gathered Pentosin made a number of the OEM fluids but could never 100% confirm it across the board for all models and all fluids. Factory fill for oil is Castrol but none of the tranny or diff fluids are labeled as anything other than "Audi". And while you can get replacement fluids by non-OEM manufacturers for most everything, the rear differential ATF side only has one option interestingly. No one has stepped up to offer anything different.

I may or may not stick with Liqui-Moly 8100 for my next transmission service. Haven't fully decided yet. I have decided I'll be changing the gear oil AND the ATF every 20K miles to stave off any potential mechatronic issues. I know the RMR transmission cooler is certainly doing its part for longevity too and I'm not, knock on wood, having any issues. The car is doing a lot more sitting in the garage these days since I started working from home. I think cars driven regularly are more reliable. Less chance for oxidation and things to gum up internally.

[Muckman83]

Here is what I don’t understand

After trying to find cheaper alternatives to DSG oil. I find the Castrol Transmax Dual the most cheapest in my country being $200AUD for 20L witch is far more then is need and far less expensive then any other brand I can buy. But here is where it gets strange.
According to Castrol the Transmax Dual is VW G052529 but “6 speed only”



Now correct me if I’m wrong but the the Speed DSG that was produced by VAG was the DQ250 that uses the G052182A2 specification not the G052529?
And here is where is gets more confusing.
After seeing a website https://www.rmeuropean.com/Products/...43-V13282.aspx showing this as the OEM supplier with a completely different Castrol part number. I asked them if they could confirm the Castrol part number 15BAEF if it’s a real number, and they replied saying that is the part number that the dealership uses.

So is Castrol the OE supplier?


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[PeteRock]

You know you got me on that one. I recalled researching fluids a few months back but it was actually for my 911 and on that the OEM Porsche fluid actually has a pentosin logo on their porsche bottles. For Audi its hidden so i apologize thats not confirmed.

BTW, you think this is really necessary at all?

https://www.uspmotorsports.com/DSG-C...r-Housing.html

Anyone ever confirm if this filter housing fits the DL501?


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[hahnmgh63]

It does not. I purchased one last year in a hurry and when I got it realized it didn't fit. They were nice enough to return it and credit me the money though. That one fits the VW/A3 transverse DSG. They don't make one for the DL501.

[PeteRock]

It does not. I purchased one last year in a hurry and when I got it realized it didn't fit. They were nice enough to return it and credit me the money though. That one fits the VW/A3 transverse DSG. They don't make one for the DL501.

That’s what I figured. Thanks for confirming!


Pete

[Muckman83]

Anyone got anything to say about the Castrol confusion?


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[Ape Factory]

What's the confusion with Castrol?

[Muckman83]

As I mentioned up in the previous post, Castrol transmax dual has the G05259 spec but only for “6 speed” when the DQ250 never used that oil spec. The G05259 was only used in the 7speed units
And then I’m being told that VW dealers are ordering this in their workshops using the part number 15BAEF that is unrecognisable in any Castrol catalog the public has access to.


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[SteveRS4]

Fuchs does own Pentosin but it was acquired in 2015 or 2016. From a bit of research I gathered Pentosin made a number of the OEM fluids but could never 100% confirm it across the board for all models and all fluids. Factory fill for oil is Castrol but none of the tranny or diff fluids are labeled as anything other than "Audi". And while you can get replacement fluids by non-OEM manufacturers for most everything, the rear differential ATF side only has one option interestingly. No one has stepped up to offer anything different.

I may or may not stick with Liqui-Moly 8100 for my next transmission service. Haven't fully decided yet. I have decided I'll be changing the gear oil AND the ATF every 20K miles to stave off any potential mechatronic issues. I know the RMR transmission cooler is certainly doing its part for longevity too and I'm not, knock on wood, having any issues. The car is doing a lot more sitting in the garage these days since I started working from home. I think cars driven regularly are more reliable. Less chance for oxidation and things to gum up internally.

Is there any reason why you might not stick with Liqui-Moly 8100 ? Are you thinking there is better out there for our DL501 0B5 transmission ?

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[Muckman83]

Just bought 20L of the Castrol transmax dual for $249 AUD which is about $166 US.
It’s enough to do two services.
It’s normally $299 but they had a coupon sale going on.

Also got a 20L of Longlife III for $290







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[Ape Factory]

Is there any reason why you might not stick with Liqui-Moly 8100 ? Are you thinking there is better out there for our DL501 0B5 transmission ?

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Based on my previous research, no. Most other non-OEM options have a higher viscosity which is what I don't want. With that said, it's pretty much impossible to find the specs on the OEM fluid. If I did switch, I'd go back to OEM but I've actually decided to stick with the 8100 for the time being. On the GEAR side, I'll move over to the Motul Gear 300. I have OEM in there now but only because Motul's tech dept. did not get back to me in time (like two months later!) so it was too late.

[SteveRS4]

Based on my previous research, no. Most other non-OEM options have a higher viscosity which is what I don't want. With that said, it's pretty much impossible to find the specs on the OEM fluid. If I did switch, I'd go back to OEM but I've actually decided to stick with the 8100 for the time being. On the GEAR side, I'll move over to the Motul Gear 300. I have OEM in there now but only because Motul's tech dept. did not get back to me in time (like two months later!) so it was too late.

That's good to know your sticking with 8100 for the ATF side, why do you not want high viscosity any reason for this ?

I knew you were thinking of putting Motul Gear 300 in but was not sure it was the right oil spec wise, you have this oil in your diff on the MTF side as well dont you ?

So your now going with Motul Gear 300 for the transmission on the MTF side and that's ok to use is it ? Its not the Motul Gear 300LS you are using its defo the Motul Gear 300 ?

Thanks Steve

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[Muckman83]

Any reason why you never considered Castrol ?


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[Muckman83]

No comment ?


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[Muckman83]

Got my 20L drum of Castrol G052529 and it still states “6 speed only” even thought the no 6 speed DSG takes the G052529 spec. Only the 7 speed clutch units do.
Iv been told from workshops that this is what they are getting from there parts department. And have been told by many who have used it that it works just like factory spec.

The way I see it if they are claiming it’s G052529 spec then it’s the right oil





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[hahnmgh63]

My local Audi dealer uses Pentosin although I'm still sticking with my Redline DCTF, seems to shift better when cold.

[Muckman83]

Is pentosin what they deliver when ordering using the VW part numbers?
My mate is saying that the Castrol 44 gallon drums is what they deliver when ordering using the VW part numbers.


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[hahnmgh63]

If you bring your car in for a fluid change you get the Pentosin out of the large drum. If you buy it from the parts Dept it comes in the Audi bottle and the manufacturer is not listed on the Audi bottle.

[Muckman83]

Iv never seen pentosin in a 20L or 44gal drum ?


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[clettngx]

Well, I just got Redline MTL for the MTF side/transfer case. I also picked up some Redline MT90 for the rear diff in my 2014 A4(DL501 equipped).

Redline MTL meets VW/Audi G 052 532
VW/Audi G 055 532
VW/Audi G 052 176

MT-90 meets
VW/Audi G 005 000
VW/Audi G 005 100
VW/Audi G 045 190 A2
VW/Audi G 052 145
VW/Audi G 052 157
VW/Audi G 052 911
VW/Audi G51
VW/Audi G50
VW/Audi 501.5

Locally, I can get the MEYLE DL501 service kit with their version of the DSG oil...(Meyle ATF DSG II) It's quite reasonably priced too. I can get the Pentosin FFL-52529, but just the fluid is the cost of the whole Meyle kit.

I can also get the redline DCTF for a reasonable price(about $70 less than the Pentosin), still nowhere near as reasonable as the Meyle kit(the kit comes with everything you need. 7litres of DSG fluid, pan gasket, new bolts, magnets, and both filters.)

Choices....