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KULTULZ
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BUT, it's the type and viscosity, 90 wt. GL-1, specified by BW for our transmissions. I've been using it for decades in BW OD transmissions with never an issue regarding the oil. I think whoever makes Traveller needs to update the label.
That specification is from a 1930's publication. Even the 57 FORD SPEC has been upgraded. And it called for S.A.E 80
The MINERAL OIL description is correct. It is now used for farm machinery (the reason it is found mainly at TRACTOR SUPPLY). The user is the one that has to keep up with current TECH.
This is the same song and dance as owners thinking TYPE A ATF is still current TECH. It is now used mainly for hydraulic oil.
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Dobie
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OK, then what do you suggest we use in our Transmissions? Seems to me obsolete oil is just the ticket for obsolete gearboxes. Regarding the '57 S.A.E. 80 spec, perhaps some changes were made to the transmission for that model year and Ford decided by testing that the new spec was backwards compatible with the earlier transmissions.
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57RancheroJim
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I've been using GL4 80-90 for longer then I can remember in all my trans and have never had a trans problem.
Most people don't know that the light duty Ford 3speed was a BW design and licensed to Ford to build..
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KULTULZ
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I've been using GL4 80-90 for longer then I can remember in all my trans ...
There is your answer Dobie.
But not all GL-4 is refined/modified in the same manner. It is the owners (or shop) responsibility to ascertain what is correct for the application. There is no one-fit-all.
It is GL-5 or MT that you stay wary of.
Didn't mean to piss you off.
Lubricants advance in design just like anything else. I surely wouldn't go by a 1957 FORD LUBE CHART.
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Dobie
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GL-4 still has sulphur, albeit in a reduced amount. Based on the above statement by 57RancheroJim, it may be OK to use but I would like to see the synchros after long term use, and an oil analysis. Since I have what is likely a lifetime supply of GL-1 (the Traveller oil only comes in 2 gal. jugs) I'll keep using it. You didn't piss me off, I like a good kerfuffle. 
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KULTULZ
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The question was what is the correct fluid to use. What you personally use is your choice.
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57RancheroJim
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Dobie (11/19/2021)
GL-4 still has sulphur, albeit in a reduced amount. Based on the above statement by 57RancheroJim, it may be OK to use but I would like to see the synchros after long term use, and an oil analysis. Since I have what is likely a lifetime supply of GL-1 (the Traveller oil only comes in 2 gal. jugs) I'll keep using it. You didn't piss me off, I like a good kerfuffle. I've never had a synchro problem and I've never done an oil analysis and have never touched the trans except one I did a rear seal replacement. My light duty truck R10 trans has well over 200,000 miles now and my BW T85 R-11 that has been in several cars over the years has countless miles on it.. I'm not saying it's the only type to use, just my experience. Like everything else it's the owners choice what they want to use.
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KULTULZ
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Somewhere around 30 years ago a deactivated or buffered sulfur was developed that would react with
the phosphorous to create the protective/sacrificial layer in the conditions created in the gear boxes
(temperature and pressure) without being corrosive to the brass, copper, etc. This additive system is
used in most gear oils today.
Further In Text -
Summary
Just remember that GL-4 and GL-5 are gear oil ratings, not transmission oil ratings. Transmissions
have gears and synchronizers. These seemingly conflicting requirements must be met differently.
When someone tells you that their GL-5 covers GL-4, remember they are correct as far as EP protection,
but that is only half the answer. When they say their Sulfur/Phosphorous additive will not corrode the
yellow metals, they are also correct, but if there are enough to meet GL-5 protection, they will slowly
peel away your brass synchronizers.
FULLY EXPLAINED SOURCE - https://www.widman.biz/uploads/Transaxle_oil.pdf
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57RancheroJim
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While newer technology is great it also becomes more confusing at times. Back in the early 60's I worked part time in a gas station and we did a lot of lube/oil changes, not everyone took their car to a dealer for service. We would just remove the fill plug on the trans and rear ends to check the fluid level and if needed which was seldom we would pump a little 90W in. I don't recall a different oil for the two and I don't know what rating it was, GL? Life was easier back then 
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Ted
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57RancheroJim (11/21/2021)
While newer technology is great it also becomes more confusing at times. Back in the early 60's I worked part time in a gas station and we did a lot of lube/oil changes, not everyone took their car to a dealer for service. We would just remove the fill plug on the trans and rear ends to check the fluid level and if needed which was seldom we would pump a little 90W in. I don't recall a different oil for the two and I don't know what rating it was, GL? Life was easier back then That service station gear lube oil brings back some memories. Had a friend with a ’56 Ford with a 428 back in the early Seventies with a 9” rear end and his rear gears would only last about 3-4 weeks at which point the gears were howling due to extreme gear wear. The pinion gears were showing much more wear than the ring gears but they were definitely wasted. He worked at a service station and simply used the oil that was available in the no name brand 30 gallon dispenser with a pump when changing out the third members. After at least two of those 9” third members going bad in a very short period of time, I suggested that he just go to the parts store and buy a name brand oil (in this case it was Valvoline). He did that and never had another issue with the rear gears prematurely going away.
  Lorena, Texas (South of Waco)
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