Automatic transmission oils (ATF) along with brake fluids and fluids for power steering, are the most specific auto chemical products. If you drain the engine oil from the engine, it will start and even work for some time, but if you remove the working fluid from the automatic transmission (AT), it will instantly become a useless set of complex mechanisms. ATF is subject to higher requirements for viscosity, anti-friction, anti-oxidation, anti-wear and anti-foam properties than petroleum products for other units.

Since automatic transmissions include several completely different components - a torque converter, a gearbox, a complex control system - the range of oil functions is very wide: it lubricates, cools, protects against corrosion and wear, transmits torque and provides frictional clutch. The average temperature of the oil in the automatic transmission crankcase is 80-90 0 C, and in hot weather during the urban driving cycle it can rise to 150 0 C.

The design of the automatic transmission is such that if more power is removed from the engine than is needed to overcome road resistance, then its excess is spent on internal friction of the oil, which heats up even more. High speeds oil movements in the torque converter and temperature cause intense aeration, leading to foaming, which creates favorable conditions for oil oxidation and metal corrosion. The variety of materials in friction pairs (steel, bronze, cermets, friction pads, elastomers) makes it difficult to select antifriction additives, and also creates electrochemical vapors in which, in the presence of oxygen and water, corrosive wear is activated.

Under such conditions, the oil must retain not only its operational properties, but also, as a torque-transmitting medium, provide high efficiency transmissions.

Basic Specifications

Historically, the trendsetter in the field of automatic transmission oil standards has been General Motors (GM) and Ford corporations (Table 1). European manufacturers like automotive technology, and transmission oils, do not have their own specifications and are guided by lists of oils approved by them for use. Japanese automobile concerns act in a similar way. Initially, “automatic machines” used conventional motor oils, which had to be changed frequently. At the same time, the quality of gear shifting was extremely low.

In 1949, General Motors developed a special fluid for automatic transmissions - ATF-A, which was used in all automatic transmissions produced in the world. In 1957 the specification was revised and named Type A Suffix A (ATF TASA). One of the components in the production of these liquids was an animal product obtained from the processing of whales. Due to the increased consumption of oils and the ban on whaling, ATFs were developed entirely on mineral, and later on synthetic bases.

At the end of 1967, General Motors introduced a new specification, Dexron B, later Dexron II, Dexron III and Dexron IV. The specifications of Dexron III and Dexron IV are created taking into account the requirements for oils for electronically controlled autotransformer clutches. General Motors Corporation also developed and implemented the Allison C-4 specification (Allison is the transmission division of General Motors), which defines the requirements for oils operating in harsh conditions operation in trucks and off-road equipment. For a long time Ford company there was no proprietary ATF specification, and Ford engineers used ATF-A standard. Only in 1959 the company developed and implemented the proprietary standard M2C33-A/B. The most widely used fluids are the ESW-M2C33-F (ATF-F) standard.

In 1961, Ford issued the M2C33-D specification, taking into account new requirements for friction properties, and in the 80s, the Mercon specification. Oils that meet the Mercon specification are as close as possible to Dexron II, III oils and are compatible with them. The main differences between General Motors and Ford specifications are: different requirements To friction characteristics oils (General Motors prioritizes gear shift smoothness, while Ford prioritizes gear shift speed). Typical characteristics of automatic transmission oils are given in Table. 2.

Table 1. Development of oil specifications

General Motors Company		Ford Company
Year of introduction	Specification name	Year of introduction	Specification name
1949	Type A	1959	M2C33-B
1957	Type A Suffix A (ATF TASA)	1961	M2C33-D
1967	Dexron B	1967	M2C33 - F (Type - F)
1973	Dexron II C	1972	SQM-2C9007A, M2C33 - G (Type - G)
1981	Dexron II D	1975	SQM-2C9010A, M2C33 - G (Type - CJ)
1991	Dexron II E	1987	EAPM - 2C166 - H (Type - H)
1994	Dexron I II	1987	Mercon (added 1993)
1999	Dexron IV	1998	Mercon V

Oils of older specifications are still used in many European cars, very often as manual transmission oils.

In automatic transmissions by most manufacturers modern cars recommended oils meet the requirements of Dexron II, III and Mercon (Ford Mercon) specifications, which are usually interchangeable and compatible. Oils that meet the requirements of the latest specifications, for example Dexron III, can be used for topping up or replacing in mechanisms where oils meeting the Dexron II specification, and in some cases ATF - A, were previously used. Reverse replacement of oils is not permitted.

Table 2. Typical characteristics of automatic transmission oils

Properties	Dexron II	Dexron III	Allison C-4	Mercon
Kinematic viscosity, mm2/s, not less at 40 0C	37,7		Not standardized, definition required
at 100 0С	8,1			6,8
Viscosity according to Brookfield, mPa s, no more, at temperature: - 10 0С	800	-	Indicate the temperature at which the oil viscosity is 3500 cP	-
- 20 0С	2000	1500		1500
- 30 0С	6000	5000		-
- 40 0С	50000	20000		20000
Flash point, 0C, not lower	190	179	160	177
Ignition temperature, 0С, not higher	190	185	175	-
Foaming tests		1. No foam at 95 0C	1. No foam at 95 0C	ASTM D892 Stage 1 - 100/0 mp
		2. 5mm at 135 0C	2. 10mm at 135 0C	Stage 2 - 100/0 ml
		3. Destruction within 15s at 135oC	3. Destruction within 23s at 135oC	Stage 3 - 100/0 ml Stage 4 - 100/0 ml
Corrosion of copper plate points, no more	1	1	No blackening with flaking	1
Rust protection		No visible rust on test surfaces	No signs of rust or corrosion on control plates	No visible rust
Wear tests according to ASTM D 2882 method (80 0C, 6.9 mPa): weight loss, mg, no more	15	15	-	10

On Russian market The range of oils for automatic transmissions is quite large and, with rare exceptions, is represented by imported oils (Table 3).

Table 3. Oils for automatic transmissions

Chevron Supreme ATF (USA)	Multi-purpose automatic transmission fluid. Recommended for FORD cars produced after 1977, Ceneral Motors cars and most other foreign cars. Also recommended for power steering and hydraulic systems. Dexron III and Mercon.
Autoran DX III (BP England)	Semi-synthetic universal gear oil for automatic transmissions. Meets specifications GM Dexron III, Ford-Mercon, Allison C-4, rd mM3C. Special permissions: ZF TE-ML 14.
Аutran MBX (BP England)	Semi-synthetic gear oil for automatic transmissions and power steering. Meets specifications GM Dexron III, Ford Mercon, Allison C-4. Special permissions: MB236.6, ZF TE-ML 11.14, MAN 339 Tupe C, Renk, Voith, Mediamat.
Ravenol ATF (Germany)	All-season gear oil for automatic transmissions and transmission units of cars and trucks. Special permissions: MB 236.2; Busgetriebe Doromat 973, 974; MAN 339A.
Ravenol Dexron II D (Germany)	Meets specifications GM Dexron II, Allison C-4. Special permissions: MAN 339 Tup C, MB 236.7.
Ravenol Dexron F III (Germany)	All-season universal transmission oil for automatic transmissions and transmission units of cars and trucks. Meets specifications GM Dexron III, Allison C-4, Ford Mercon. Special permissions: MB 236.1, 236.5; ZF TE-ML-03,11,14.

All oils, as a rule, have been tested for compliance with the specified specifications and have special approvals from equipment manufacturers.

Although operational ATF level determined by the specifications of automotive manufacturers, a significant part of the oils produced is used in applications other than the agricultural sector, for example:
- IN power boxes transmissions of off-road construction, agricultural and mining equipment;
- In hydraulic systems of cars, industrial equipment, mobile equipment and ships;
- In the steering;
- In rotary screw compressors

Automatic transmission oils usually contain antioxidants, foam inhibitors, anti-wear additives, friction and seal swelling modifiers. In order to identify and quickly detect leaks, automatic transmission oils are colored red.

"Transmission oil in an automatic transmission it is usually replaced every 60 thousand km." (From the "Repair Manual and maintenance").

Techies are serious people, like the goddess Technology herself, whom they worship. The technique does not tolerate inaccuracy, or, God forbid, any jokes. She is extremely accurate in everything, including the language, that is, terminology. It says “scrape the valve”, which means it’s “valve” and it’s “scrape”. But if, on the contrary, it is written: “to deceive the Swede,” then there is nowhere to go - it is necessary to deceive...

About terminology

It was not by chance that we started talking about her. From the point of view of terminology, the phrase “Guidelines” we cited falls a little short. It smacks, excuse me, of technical feyness.

And the point is this. It is not oil that is poured into automatic transmissions, but an automatic transmission fluid specially designed for this purpose, which is confirmed by the English abbreviation ATF (automatic transmission fluid), which is always present on the packaging of this product.

It would seem, what difference does it make - oil or liquid? But no. There is a difference, and a significant one. In technology, oil is usually called a substance used primarily to lubricate the rubbing surfaces of parts and mechanisms. In contrast, the fluid used in automatic transmissions performs many other functions that are completely unusual for oil. And it works in conditions that are prohibitive for motor and transmission oils. That's what we'll talk about.

The fundamental difference between automatic transmissions and manual ones is that when the car moves between the engine crankshaft and input shaft Automatic transmission does not have a rigid connection. The role of the well-known clutch here is assigned to a hydrodynamic transformer (GDT). It is he who transmits torque from the engine to the gearbox. The main character, i.e. the working fluid is ATF.

In addition, ATF is used to transmit control pressure to the clutches of multi-plate clutches, causing the engagement of one or another gear.

During operation, automatic transmission components and mechanisms experience serious thermal loads. The temperature on the surface of the clutches at the moment of gear shift reaches 300-400 o C. The torque converter is intensely heated. When driving in full power its temperature can reach 150 o C.

Ensuring heat removal from the automatic transmission and releasing heat into the atmosphere also occurs with the help of transmission fluid.

Moreover, ATF must also, without oxidizing during high temperatures and without foaming, provide lubrication of gear mechanisms, bearings and other parts subject to abrasion and scuffing. To do this, a whole complex of additives is added to the liquid. Moreover, it must fully demonstrate its properties over the entire range of permissible operating temperatures: from -40 o to +150 o C.

She cooks food alone, does laundry alone, raises children alone... It’s hard!

And you say: oil...

Why?

Chemist-technologists have done their best to create a “cunning” liquid, but still have not yet been able to provide such a service life that when operating a car one could forget about the very existence of ATF. There are several reasons for this.

Firstly, even if the automatic transmission is sealed and has no leaks, during operation the amount of fluid decreases due to the removal of its vapors through the ventilation system of the automatic transmission cavities, equipped with a valve - “breather”. Therefore, during maintenance, it is necessary to add transmission fluid to the operating level.

This procedure is not difficult to perform if the automatic transmission has a tube for monitoring the fluid level with a dipstick. Many modern boxes are not equipped with a probe. This is especially true for European manufacturers, persistently trying to remove the incompetent car owner (and they apparently have the majority) from servicing personal equipment.

Secondly, when long-term operation Transmission fluid sooner or later loses the physical and chemical properties that are so necessary for it to perform numerous useful functions. Due to the evaporation of light fractions, its viscosity increases above the permissible level. Miracle additives produce their resources.

Transmission fluid must remain clean throughout its entire service life in a normally operating box. Allowed only small change its colors - it darkens.

Dirty black liquid with a specific burning smell is an indicator that the box does not need a fluid replacement, but serious repairs.

Experts recommend changing the oil after the car has driven 50-70 thousand km if the car is operated in normal mode, and after 30-40 thousand km - with very intense (“police”) driving. Please note once again that the indication for replacing the fluid is not its color, but only the mileage of the car. If, of course, the automatic transmission is working properly.

What?

The recommended brand of transmission fluid is usually indicated in the vehicle's Repair and Maintenance Manual. If this information is not available, it is helpful to know the following. Despite the diversity brands, what you need always has the abbreviation "ATF" on the packaging. The most commonly found brand of ATF is Dexron (usually with Roman numerals I, II or III). The higher the number, the higher the quality of the fluid and the more modern the automatic transmission in which it is used. For cars Ford brands It is recommended to use Dexron-Megsop liquid. These liquids, like the vast majority of those currently on sale, are mineral-based and red in color. All of them are usually compatible with each other.

As usual, French manufacturers are original, developing ATF in yellow and green colors for some of their cars. It is strongly not recommended to mix them with liquids of our native red color, otherwise something might happen...

Synthetic ATF has recently appeared on the market. The accompanying technical documentation states that “synthetics” provide good fluidity at temperatures down to -48 o C, better stability at high temperatures and increased service life. At the same time, synthetic transmission fluid is fully compatible with mineral ATF (again, unlike synthetic motor oil).

The cost of one liter of “synthetics” is about 10 US dollars, while a liter of mineral ATF costs 3-4 dollars.

We won’t risk recommending it for use “anywhere.” This is a matter, as they say, of the head and the wallet. If the use of synthetics is specifically stipulated in the “Manual...” (for example, for automatic transmission type 5NRZO, which is equipped with some brands BMW cars), this is a sacred matter - you will have to go to great expense.

Total in automatic transmission various types can be filled from 7 to 15 liters. transmission fluid. However, this does not mean that you need to purchase such an insane amount of ATF to replace it. Here it appears fundamental difference the process of replacing fluid from changing engine oil in the engine.

The fact is that when replacing ATF you will be able to drain no more than 50% of the total volume. Your dexterity and skill have nothing to do with it - these are the design features of the automatic transmission. The transmission fluid can only be completely changed by completely disassembling the transmission. Before going to the store, carefully study the technical documentation. Sometimes it indicates the full volume of ATF, sometimes the volume to be replaced. Don't forget to also purchase a new filter element.

How?

You need to drain the transmission fluid from a heated automatic transmission, for which you need to drive the car for a dozen or two kilometers before draining.

Take precautions: the temperature of the liquid can be very high. As a rule, a drain plug is provided for draining, but...today, apparently, is not our day. We were unlucky. Or rather, master Mikhail Gulyut-kin, who was busily seated on a chair under the car, was unlucky: an A4LD brand box, which is equipped with a Ford Scorpio car, drain plug does not have. Have you really forgotten? A reasonable assumption was made that this is not forgetfulness, but protection from a fool: if you want to drain, unscrew the pan. Unscrew it and you will see the filter.

In some automatic transmission designs, for example, on Mercedes cars, it is possible to drain the transmission fluid not only from the sump, but also from the torque converter through a threaded plug.

After removing the pan, do not rush to wash it. First look to see if he inner surface foreign deposits indicating mechanical wear automatic transmission parts. Only a small amount of metal dust is allowed on the catching magnet located in the corner of the pan.

When servicing certain types of automatic transmissions, when you open the pan, you will not find a filter element. Don't worry - it happens. For example, in the AW50-40 LE brand box installed on the Opel Vectra, the filter is located so that it can only be replaced when major renovation boxes.

When installing a new filter element, do not forget to install all gaskets and O-rings included in the filter kit.

After filling the required amount of ATF, set the automatic transmission mode selector to the position required to check the fluid level and check it with the engine running.

After a short trip, repeat the measurement and bring the level to normal. Inspect the pan for leaks.

Other details of the oil change procedure can be clarified by studying photographic materials. Just business. As one of our friends says, “drive and don’t be sad!”

• Reproduction is permitted only with the permission of the author and subject to a link to the source.

All power steering fluids differ from each other, not only in color, but also in their characteristics: oil composition, density, viscosity, mechanical properties and other hydraulic indicators.

Therefore, if you are worried about the long and stable operation of your car’s hydraulic power steering, you need to follow the operating rules, change the fluid in the power steering on time and fill it with the best one. quality liquid. To operate the power steering pump two types of liquids are used- mineral or synthetic, in combination with additives that play a major role in the operation of the hydraulic booster.

It is quite difficult to determine the best power steering fluid, because according to the manufacturer’s recommendation, it is better to pour the prescribed brand into a particular car. And since not all drivers comply with this requirement, we will try to compile a list of the 15 best power steering fluids that have inspired the most confidence and have collected many positive reviews.

Please note that The following fluids are poured into the power steering:

• regular ATF, as in an automatic transmission;
• Dexron (II - VI), the same as ATP liquid, only a different set of additives;
• PSF (I - IV);
• Multi HF.

Therefore, the TOP of the best power steering fluids will consist of similar categories, respectively.

So, which power steering fluid is best to choose from all those on the market?

Category	Place	Name	Price
Best Multi Hydraulic Fluid	1	Motul Multi HF	from 1100 rub.
	2	Pentosin CHF 11S	from 800 rub.
	3	Comma PSF MVCHF	from 600 rub.
	4	RAVENOL Hydraulik PSF Fluid	from 500 rub.
	5	LIQUI MOLY Zentralhydraulik-Oil	from 1000 rub.
Best Dextron	1	Motul DEXRON III	from 550 rub.
	2	Febi 32600 DEXRON VI	from 450 rub.
	3	Mannol Dexron III Automatic Plus	from 220 rub.
	4	Castrol Transmax DEX-VI	from 600 rub.
	5	ENEOS Dexron ATF III	from. 400 rub.
The best ATF for power steering	1	Mobil ATF 320 Premium	from 360 rub.
	2	Motul Multi ATF	from 800 rub.
	3	Liqui Moly Top Tec ATF 1100	from 400 rub.
	4	Formula Shell Multi-Vehicle ATF	from 400 rub.
	5	ZIC ATF III	from 350 rub.

Please note that PSF hydraulic fluids from automakers (VAG, Honda, Mitsubishes, Nissan, General Motors and others) are not included, since each of them has its own original oil for the hydraulic booster. Let’s compare and highlight only analogue liquids that are universal and suitable for most cars.

Best Multi HF

Hydraulic oil Motul Multi HF. Multifunctional and high-tech green synthetic fluid for hydraulic systems. It was developed specifically for the latest generation of cars, which are equipped with such systems as: power steering, hydraulic shock absorbers, hydraulic opening roof, etc. Reduces system noise, especially at low temperatures. It has anti-wear, anti-corrosion and anti-foam properties.

Can be chosen as an alternative to the original PSF, since it is designed for hydraulic drives: power steering, shock absorbers, etc.

Has a large list of approvals:

• CHF 11 S, CHF 202 ;
• LDA, LDS;
• VW 521-46 (G002 000 / G004 000 M2);
• BMW 81.22.9.407.758;
• PORSCHE 000.043.203.33;
• MB 345.0;
• GM 1940 715/766/B 040 0070 (OPEL);
• FORD M2C204-A;
• VOLVO STD. 1273.36;
• MAN M3289 (3623/93);
• FENDT X902.011.622;
• Chrysler MS 11655;
• Peugeot H 50126;
• And many others.

Reviews

• - On my focus there was a strong whistle from the power steering pump, after replacing it with that fluid, everything went away as if by hand.
• - I'm going to Chevrolet Aveo, Dextron fluid was filled in, the pump squealed loudly, they recommended changing it, I chose this fluid, the steering wheel became a little tighter, but the squealing immediately disappeared.

read all

• Pros:
• Has approvals for almost all car brands;
• Can be mixed with similar oils;
• Designed to work in hydraulic pumps under heavy load.

• Minuses:
• Very high price (from 1000 rub.)

Pentosin CHF 11S. Dark green synthetic high quality hydraulic fluid used by BMW, Ford, Chrysler, GM, Porsche, Saab and Volvo. It can be poured not only into the hydraulic booster, but also into air suspension, shock absorbers and other vehicle systems that require filling of such liquid. Pentosin CHF 11S Central Hydraulic Fluid is suitable for use on vehicles in extreme conditions, since it has an excellent temperature-viscosity balance and can perform its functions from -40°C to 130°C. A distinctive feature is not only high price, but also quite high fluidity - viscosity indicators are about 6-18 mm²/s (at 100 and 40 degrees). For example, for its analogs from other manufacturers according to the FEBI, SWAG, Ravenol standards they are 7-35 mm²/s. Solid track record of approvals from leading automakers.

This popular brand PSF is used off the assembly line by German auto giants. It can be used in any car except Japanese ones without any harm to the power steering system.

Tolerances:

• DIN 51 524T3
• Audi/VW TL 52 146.00
• Ford WSS-M2C204-A
• MAN M3289
• Bentley RH 5000
• ZF TE-ML 02K
• GM/Opel
• Chrysler
• Dodge

Reviews

• - Not a bad liquid, no chips are formed, but it is very aggressive towards aluminum, plastic and seals.
• - After the replacement on my VOLVO S60, a smoother steering movement and quiet operation Power steering The howling sounds when the power steering operates in extreme positions have disappeared.
• - I decided to choose Pentosin, although our price is 900 rubles. per liter, but confidence in the car is more important... It’s -38 outside again, the flight is normal.
• - I live in Novosibirsk, in harsh winters the steering wheel turns like a KRAZ, I had to try a lot of different fluids, I did a frosty test, I took 8 popular brands with ATF, Dexron, PSF and CHF fluids. So mineral Dextron became like plasticine, PSF was better, but Pentosin turned out to be the most liquid.

read all

• Pros:
• Extremely inert fluid, can be mixed with ATF, although maximum benefit will only be achieved when pure form.
• Sufficiently frost-resistant;
• Can be used both on VAZ and premium cars.
• Record holder for compatibility with various seals.

• Minuses:
• It does not eliminate pump noise if it existed before replacement, but is only designed to maintain the previous condition.
• Quite a high price from 800 rubles.

Comma PSF MVCHF. Semi-synthetic hydraulic fluid for power steering, central hydraulic systems and adjustable air-hydraulic suspensions. Can also be used in some stabilization systems directional stability, air conditioners, hydraulic systems for folding roofs. Compatible with Dexron, CHF11S and CHF202 specification fluids. Like all multi-liquids and some PSFs, it is green in color.

Suitable for some car models: Audi, Seat, VW, Skoda, BMW, Opel, Peugeot, Porsche, Mercedes, Mini, Rolls Royce, Bentley, Saab, Volvo, MAN, which require this type of hydraulic fluid.

Meets the following specifications:

• VW/Audi G 002 000/TL52146
• BMW 81.22.9.407.758
• Opel B040.0070
• MB 345.00
• Porsche 000.043.203.33
• MAN 3623/93 CHF11S
• ISO 7308
• DIN 51 524T2

Reviews

• - Comma PSF is comparable to Mobil Synthetic ATF, it does not freeze in severe frosts on the package they say up to -54, I don’t know, but -25 flows without problems.

read all

• Pros:
• Has approvals for almost all European cars;
• Does well in the cold;
• Relatively low price as for a quality product (from 600 rubles per liter);
• Meets Dexron specifications.

• Minuses:
• Unlike similar PSF from the same company or other analogues, this type of hydraulic fluid cannot be mixed with other ATF and power steering fluids!

RAVENOL Hydraulik PSF Fluid- hydraulic fluid from Germany. Fully synthetic. Unlike most Multi or PSF fluids, it is the same color as ATF - red. It has a consistently high viscosity index and high oxidation resistance. It is produced on the basis of hydrocracking base oil with the addition of polyalphaolefins with the addition of a special complex of additives and inhibitors. Is special semi-synthetic fluid for power steering of modern cars. In addition to the hydraulic booster, it is used in all types of transmissions (manual transmission, automatic transmission, gearbox and axles). According to the manufacturer, it has high thermal stability and can withstand low temperatures down to -40°C.

If you can't buy an original one hydraulic fluid, this is a good choice for a Korean or Japanese car at a reasonable price.

Compliance with the requirements:

• Citroen/Peugeot 9735EJ for C-Crosser/9735EJ for PEUGEOT 4007
• Ford WSA-M2C195-A
• HONDA PSF-S
• Hyundai PSF-3
• KIA PSF-III
• MAZDA PSF
• MITSUBISHI DIAMOOND PSF-2M
• Subaru PS Fluid
• Toyota PSF-EH

Reviews

• - I changed it on my Hyundai Santa Fe, filled it in instead of the original, because I don’t see the point in paying twice as much. Everything is fine. The pump does not make noise.

read all

• Pros:
• Neutral with respect to rubber sealing materials and non-ferrous metals;
• Has a stable oil film capable of protecting parts in any extreme temperatures;
• Affordable price up to 500 rubles. per liter

• Minuses:
• It has approvals mainly only from Korean and Japanese automakers.

LIQUI MOLY Zentralhydraulik-Oil- green hydraulic oil is a fully synthetic fluid with a zinc-free additive package. Developed in Germany and guarantees flawless operation of hydraulic systems such as: power steering, hydropneumatic suspension, shock absorbers, support active system engine depreciation. It has multi-purpose applications, but is not used by all major major European automakers and does not have approvals from Japanese and Korean automakers.

Can also be used in systems designed for traditional ATF oils. The product achieves its greatest effectiveness when not mixed with other liquids.

A good liquid that you can not be afraid to pour into many European cars, is simply irreplaceable in regions with harsh winters, but the price tag makes it inaccessible for many.

Complies with tolerances:

• VW TL 52146 (G002 000/G004 000)
• BMW 81 22 9 407 758
• Fiat 9.55550-AG3
• Citroen LHM
• Ford WSSM2C 204-A
• Opel 1940 766
• MB 345.0
• ZF TE-ML 02K

Reviews

• - I live in the north, I go to Cadillac SRX when there were problems with hydraulics at -40, I tried to fill in Zentralhydraulik-Oil, although there was no permission, but only Ford, I took a chance, I’m driving for the fourth winter and everything is OK.
• - I have a BMW, I used to fill it with the original Pentosin CHF 11S, and since last winter I switched to this fluid, the steering wheel turns much easier than with ATF.
• - I drove 27 thousand km in my Opel in a year in a temperature range from -43 to +42°C. The power steering does not hum when starting, but in the summer it seemed that the fluid was a little thin because when turning the steering wheel in place, there was a feeling of friction between the shaft and the rubber.

read all

• Pros:
• Good viscosity characteristics in the widest temperature range;
• Versatility of use.

• Minuses:
• As for a price tag of 1000 rubles. and with good characteristics, it has a small number of approvals and recommendations for use in different brands of cars.

The best Dexron fluids

Semi-synthetic transmission fluid Motul DEXRON III is a product of technosynthesis. Red oil is intended for any systems that require fluid of DEXRON and MERCON standards, namely: automatic transmissions, power steering, hydrostatic transmission. Motul DEXRON III has easy fluidity in extreme cold and has a stable oil film even at high temperatures. This gear oil can be used where the use of DEXRON II D, DEXRON II E and DEXRON III fluids is recommended.

Dextron 3 from Motul is a worthy competitor to the original from GM, and even surpasses it.

Complies with standards:

• GENERAL MOTORS DEXRON III G
• FORD MERCON
• MB 236.5
• ALLISON C-4 – CATERPILLAR TO-2

Price from 550 rubles.

Reviews

• - I replaced it on my Mazda CX-7 and now you can turn the steering wheel with just one finger.

read all

• Pros:
• Ability to cope with its task in a wide temperature range;
• Applicability in power steering of several classes of Dextron.

• Minuses:
• Not noticed.

Febi 32600 DEXRON VI for the most demanding automatic transmissions and steering columns with power steering, which require filling with Dextron 6 class transmission fluid. Also recommended for replacement in mechanisms requiring DEXRON II and DEXRON III oils. Made (and bottled) in Germany from high quality base oils and the latest generation additive package. Of all the presented power steering fluids, ATF Dexron has the most suitable viscosity for use in power steering, as an alternative special liquid P.S.F.

Phoebe 32600 is the best analogue of the original fluid in both automatic transmissions and power steering of German automakers.

Has a number of the latest approvals:

• DEXRON VI
• VOITH H55.6335.3X
• Mercedes MB 236.41
• Opel 1940 184
• Vauxhall 93165414
• BMW 81 22 9 400 275 (and others)

Price from 450 rub.

Reviews

• - I bought an Opel Mokka for my car, there are no complaints or any changes for the worse. Good oil behind reasonable price.
• - I changed the fluid in the steering wheel of a BMW E46, I immediately took Pentosin, but after a week the steering wheel began to turn hard, I changed it again but with Febi 32600, I’ve been using it for more than a year now, everything is fine.

read all

• Pros:
• Can be replaced instead of lower class Dextron liquid;
• It has a good degree of viscosity for universal ATF in the box and power steering.

• Minuses:
• Approvals only from American and European auto giants.

Mannol Dexron III Automatic Plus is a universal all-season gear oil. Intended for use in automatic transmissions, rotation converters, power steering and hydraulic clutches. Like all Dexron fluids and Mercon is red. Carefully selected additives and synthetic components provide the best friction properties at the moment of gear switching, excellent low-temperature characteristics, high antioxidant and chemical stability throughout the entire service life. It has good anti-foaming and air-displacing properties. The manufacturer stated that the transmission fluid is chemically neutral to any sealing materials, but tests have shown that it causes corrosion of parts made of copper alloys. Made in Germany.

The product has approvals:

• ALLISON C4/TES 389
• CATERPILLAR TO-2
• FORD MERCON V
• FORD M2C138-CJ/M2C166-H
• GM DEXRON III H/G/F
• MB 236.1
• PSF applications
• VOITH G.607
• ZF-TE-ML 09/11/14

Price from 220 rub.

Reviews

• - I use Mannol Automatic Plus in my Volga, it can withstand frosts of minus 30, there are no complaints about the sounds or difficulties in turning the steering wheel, the operation of the hydraulic booster with this fluid is quiet.
• - I have been using MANNOL ATF Dexron III in power steering for two years now, no problems.

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• Pros:
• Low dependence of viscosity on operating temperature;
• Low price.

• Minuses:
• Aggressive to copper alloys.

Castrol DEXRON VI- red transmission fluid for automatic transmissions. Low-viscosity gear oil designed to operate in modern automatic transmissions with maximum fuel efficiency. Manufactured in Germany from high-quality base oils with a balanced additive package. Has Ford (Mercon LV) and GM (Dexron VI) approvals and exceeds Japanese JASO 1A requirements.

If it is not possible to buy the original ATF Dexron for a Japanese or Korean car, then Castrol Dexron 6 is a worthy replacement.

Meets Specification:

• Toyota T, T II, ​​T III, T IV, WS
• Nissan Matic D, J, S
• Mitsubishi SP II, IIM, III, PA, J3, SP IV
• Mazda ATF M-III, M-V, JWS 3317, FZ
• Subaru F6, Red 1
• Daihatsu AMMIX ATF D-III Multi, D3-SP
• Suzuki AT Oil 5D06, 2384K, JWS 3314, JWS 3317
• Hyundai/Kia SP III, SP IV
• Honda/Acura DW 1/Z 1

Price From 600 rub.

Reviews

• - On my Aveo they write that you need to fill in the power steering with Dextron 6, I took it from the Castrol Transmax DEX-VI store, it seems like it’s only for automatic transmissions, they said it’s good for hydraulics too, since it was regulated by the pricing policy, so that it’s not the cheapest but also for the most expensive money it's a pity. There is very little information and reviews on this liquid, but I have no complaints, the steering wheel turns without sounds or difficulties.

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• Pros:
• Additive package providing good protection from corrosion of copper alloys;
• Meets many specifications of most global automakers.

• Minuses:
• No information available for use in hydraulic transmissions and power steering.

Transmission oil ENEOS Dexron ATF III can be used in Step-tronic, Tip-tronic, automatic transmissions and power steering systems. High thermal-oxidative stability can ensure transmission cleanliness for more than 50 thousand kilometers. Red liquid ENEOS Dexron III, reminiscent of raspberry-cherry syrup, contains special anti-foaming additives with good air-displacing properties. Meets the latest requirements from GM Dexron manufacturers. Most often found on sale in 4 liter bottles tin cans, but liter ones are also found. The manufacturer may be Korea or Japan. Frost resistance at -46°C.

If you choose an oil for an automatic transmission, then ENEOS ATF Dexron III could be in the top three, but as an analogue for power steering it only closes the top five best fluids.

The list of tolerances and specifications is small:

• DEXRON III;
• G 34088;
• Allison C-3, C-4;
• Caterpillar: TO-2.

Price from 400 rub. per jar 0.94 l.

Reviews

• - I’ve been using it for 3 years, changed both in the box and in the power steering on a Mitsubishi Lancer X, Mazda Familia, excellent oil, does not lose its properties.
• - Took for replacement in Automatic transmission Daewoo Espero, I’ve been driving it for more than six months after partial filling, and I haven’t noticed any problems.
• - Poured into Santa box Fe, in my opinion, Mobile is better, it seems to lose its properties faster, but this is only relative to the automatic transmission, I haven’t tried how it behaves in the power steering.

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• Pros:
• Some of the best lubricating properties;
• Tolerates very low temperatures well.

• Minuses:
• Aggressive to parts made of copper alloys.

The best ATF fluids for power steering

Liquid Mobil ATF 320 Premium has a mineral composition. Place of application - automatic transmissions and power steering, which require Dexron III level oils. The product is designed for freezing temperatures of 30-35 degrees below zero. Mixes with reds without consequences ATP liquids classification Dextron 3. Compatible with all common seal materials used in transmission mechanisms.

Mobile ATF 320 will not only be an excellent choice as an analog for filling into an automatic transmission, but also a good option, in terms of its behavior and characteristics, in a power steering system.

Meets Specifications:

• ATF Dexron III
• GM Dexron III
• ZF TE-ML 04D
• Ford Mercon M931220

Price starts from 360 rub..

"Transmission oil in an automatic transmission is usually replaced every 60 thousand km." (From the "Repair and Maintenance Manual"). The company's craftsmen talk about why, why, what and how.

Techies are serious people, like the goddess Technology herself, whom they worship. The technique does not tolerate inaccuracy, or, God forbid, any jokes. She is extremely accurate in everything, including the language, that is, terminology. It is said “to scrape the valve”, which means it is “valve” and it is precisely “to scrape”. But if, on the contrary, it is written: “to deceive the Swede,” then there is nowhere to go - it is necessary to deceive...

About terminology

It was not by chance that the conversation about her started. From the point of view of terminology, the phrase “Guidelines” we cited falls a little short. It smacks, excuse me, of technical feyness.

And the point is this. It is not oil that is poured into automatic transmissions, but an automatic transmission fluid specially designed for this purpose, which is confirmed by the English abbreviation ATF (automatic transmission fluid), which is always present on the packaging of this product.

It would seem, what difference does it make - oil or liquid? But no. There is a difference, and a significant one. In technology, oil is usually called a substance used primarily to lubricate the rubbing surfaces of parts and mechanisms. In contrast, the fluid used in automatic transmissions performs many other functions that are completely unusual for oil. And it works in conditions that are prohibitive for motor and transmission oils. That's what we'll talk about.

The fundamental difference between automatic transmissions and manual ones is that when the car is moving, there is no rigid connection between the engine crankshaft and the input shaft of the automatic transmission. The role of the well-known clutch here is assigned to a hydrodynamic transformer (GDT). It is he who transmits torque from the engine to the gearbox. The main character, i.e. the working fluid is ATF.

In addition, ATF is used to transmit control pressure to the clutches of multi-plate clutches, causing the engagement of one or another gear.

During operation, automatic transmission components and mechanisms experience serious thermal loads. The temperature on the surface of the clutches at the moment of gear shift reaches 300-400 o C. The torque converter is intensely heated. When driving at full power, its temperature can reach 150 o C.

Ensuring heat removal from the automatic transmission and releasing heat into the atmosphere also occurs with the help of transmission fluid.

Moreover, ATF must also, without oxidizing at high temperatures and without foaming, provide lubrication of gear mechanisms, bearings and other parts subject to abrasion and scuffing. To do this, a whole complex of additives is added to the liquid. Moreover, it must fully demonstrate its properties over the entire range of permissible operating temperatures: from -40 o to +150 o C.

She cooks food alone, does laundry alone, raises children alone... It’s hard!

And you say: oil...

Why?

Chemist-technologists have done their best to create a “cunning” liquid, but still have not yet been able to provide such a service life that when operating a car one could forget about the very existence of ATF. There are several reasons for this.

Firstly, even if the automatic transmission is sealed and has no leaks, during operation the amount of fluid decreases due to the removal of its vapors through the ventilation system of the automatic transmission cavities, equipped with a valve - “breather”. Therefore, during maintenance, it is necessary to add transmission fluid to the operating level.

This procedure is not difficult to perform if the automatic transmission has a tube for monitoring the fluid level with a dipstick. Many modern boxes are not equipped with a probe. This is especially typical for European manufacturers who are persistently trying to remove the incompetent car owner (and they apparently have the majority) from servicing personal equipment.

Secondly, with prolonged use, transmission fluid sooner or later loses the physicochemical properties that are so necessary for it to perform numerous useful functions. Due to the evaporation of light fractions, its viscosity increases above the permissible level. Miracle additives produce their resources.

The transmission fluid must remain clean throughout its entire service life in a normally operating box. Only a slight change in its color is allowed - it darkens.

Dirty black liquid with a specific burning smell is an indicator that the box does not need a fluid replacement, but serious repairs.

Experts recommend changing the oil after the car has driven 50-70 thousand km if the car is operated in normal mode, and after 30-40 thousand km - with very intense (“police”) driving. Please note once again that the indication for replacing the fluid is not its color, but only the mileage of the car. If, of course, the automatic transmission is working properly.

What?

The recommended brand of transmission fluid is usually indicated in the vehicle's Repair and Maintenance Manual. If this information is not available, it is helpful to know the following. Despite the variety of brands, what you need always has the abbreviation "ATF" on the packaging. The most commonly found brand of ATF is Dexron (usually with Roman numerals I, II or III). The higher the number, the higher the quality of the fluid and the more modern the automatic transmission in which it is used. For Ford vehicles, it is recommended to use Dexron-Megsop fluid. These liquids, like the vast majority of those currently on sale, are mineral-based and red in color. All of them are usually compatible with each other.

As usual, French manufacturers are original, developing ATF in yellow and green colors for some of their cars. It is strongly not recommended to mix them with liquids of our native red color, otherwise something might happen...

Synthetic ATF has recently appeared on the market. The accompanying technical documentation states that “synthetics” provide good fluidity at temperatures down to -48 o C, better stability at high temperatures and increased service life. At the same time, synthetic transmission fluid is fully compatible with mineral ATF (again, unlike synthetic motor oil).

The cost of one liter of “synthetics” is about 10 US dollars, while a liter of mineral ATF costs 3-4 dollars.

We won’t risk recommending it for use “anywhere.” This is a matter, as they say, of the head and the wallet. If the use of synthetics is specifically stipulated by the “Manual...” (for example, for an automatic transmission of type 5NRZO, which is equipped with some brands of BMW cars), then this is a sacred matter - you will have to go to great expense.

In total, automatic transmissions of various types can be filled from 7 to 15 liters. transmission fluid. However, this does not mean that you need to purchase such an insane amount of ATF to replace it. This is where the fundamental difference between the fluid replacement process and the engine oil change process appears.

The fact is that when replacing ATF you will be able to drain no more than 50% of the total volume. Your dexterity and skill have nothing to do with it - these are the design features of the automatic transmission. The transmission fluid can only be completely changed by completely disassembling the transmission. Before going to the store, carefully study the technical documentation. Sometimes it indicates the full volume of ATF, sometimes the volume to be replaced. Don't forget to also purchase a new filter element.

How?

You need to drain the transmission fluid from a heated automatic transmission, for which you need to drive the car for a dozen or two kilometers before draining.

Take precautions: the temperature of the liquid can be very high. As a rule, a drain plug is provided for draining, but...today, apparently, is not our day. We were unlucky. Or rather, master Mikhail Gulyut-kin, who was busily sitting on a chair under the machine, was unlucky: the A4LD brand box that is equipped with Ford car Scorpio does not have a drain plug. Have you really forgotten? A reasonable assumption was made that this is not forgetfulness, but protection from a fool: if you want to drain, unscrew the pan. Unscrew it and you will see the filter.

In some automatic transmission designs, for example, on Mercedes cars, it is possible to drain the transmission fluid not only from the sump, but also from the torque converter through a threaded plug.

After removing the pan, do not rush to wash it. First, look to see if there are any foreign deposits on its inner surface, indicating mechanical wear of the automatic transmission parts. Only a small amount of metal dust is allowed on the catching magnet located in the corner of the pan.

When servicing certain types of automatic transmissions, when you open the pan, you will not find a filter element. Don't worry - it happens. For example, in the AW50-40 LE box installed on the Opel Vectra, the filter is located in such a way that it can only be replaced during a major overhaul of the box.

When installing a new filter element, be sure to install all gaskets and O-rings included with the filter kit.

After filling the required amount of ATF, set the automatic transmission mode selector to the position required to check the fluid level and check it with the engine running.

After a short trip, repeat the measurement and bring the level to normal. Inspect the pan for leaks.

Other details of the oil change procedure can be clarified by studying photographic materials. Just business. As one of our friends says, “drive and don’t be sad!”

Do I need to change the fluid in an automatic transmission?

If you believe the operating instructions, then in the case of a new car, the “automatic” does not require any maintenance up to a mileage of 100 thousand kilometers. True, oil skeptics frown: they say that by 40-50 thousand it would be nice to fill in fresh ATF (Automatic Transmission Fluid), suitable for a specific car. But along with specialized liquids The so-called “cartoons” are also popular - ATF with the beautiful name Multi-Vehicle (“multi-vehicle”, that is, for different cars), which can be poured into almost any automatic transmission, without bothering yourself with searching for branded oil.

It would seem, why are they needed if you can buy native liquid? The answer is simple: for the secondary. They are taken by those who, already on the second circle of the odometer, are driving an “automatic” and have no idea what and when was poured into it. In addition, not every warehouse or store keeps in its bins a bottle that is known to be suitable for your AT. Delivery of liquid to order can take a long time - and “toons” meet many tolerances. So the question here is not at all about price (“toons” are not cheaper), but rather about the speed of solving the problem.

In total, we took eight liquids with the Multi-Vehicle designation for the test. We found checking the “cartoons” very interesting, because with technical point It is very difficult to create such a product. It is clear that assessing their versatility in full is an impossible task: the number of requirements, tolerances and specifications for ATF exceeds a hundred (both car manufacturers and gearbox manufacturers are trying). Therefore, we have combined all kinds of criteria into groups that are closer and more understandable to the consumer.

These are the parameters by which we will check them.

1. Friction losses in the gearbox. I wonder if the driver will feel the difference or not?

2. The influence of fluid on the efficiency of transferring energy flow from the engine to the transmission. Dynamics and fuel consumption depend on this.

3. Cold start.

4. Protective properties liquids. Based on the rate of wear of the friction pairs, we will estimate the proximity of repair or, God forbid, replacement of the box.

HOW WE CHECK

We measured the main physical and chemical indicators - viscosity and viscosity index, flash point and pour point - in a certified laboratory. Friction and wear losses were assessed using a friction machine - a device that simulates the operating conditions of various friction pairs. The tests were carried out in two stages. At the first, a model similar to a gear was studied. At the second stage, operating conditions in bearings were simulated. At the same time, friction coefficients, oil heating, and wear of friction pairs were measured. Wear was determined by accurately weighing the parts before and after the test cycle, and for the bearing model - also by the hole method. This is when, before testing, a hole of a fixed size is cut on the working surface of the sample, in the area most susceptible to wear, and at the end of the tests, the change in its diameter is recorded. The more it increases, the higher the wear.

Tests for each fluid at one and the other stages lasted a long time: one hundred thousand load cycles for the bearing model and fifty thousand for the gear model.

GINGERBREAKERS GIVEAWAY

So, let's see what happened. It immediately caught my eye that the effect of the fluid brand on the friction coefficient was very ambiguous. For the gearing model, all differences were within the measurement error limits. The Dutch NGN Universal ATF looks a little better than others. But for the bearing model everything is different - the range of the measured parameter is quite large. Here best performance- for Motul Multi ATF and Castrol ATF Multivehicle fluids.

How critical is the difference in this parameter? On the scale of the entire power unit (engine and gearbox), the share of friction losses in the box is not so large (if you do not take into account losses in the torque converter). But the heating of the oil due to friction when working at different liquids differs much more significantly: the average cumulative difference for the gear and bearing models is approximately 17%. From the point of view of the temperature effect, this difference is very noticeable - up to 10–15 degrees, which gives a change in the efficiency of the torque converter by a noticeable few percent. Motul synthetics look better than others here. NGN Universal and Totachi Multi-Vehicle ATF fluids are only slightly inferior to it.

Heating a liquid also affects its viscosity: the greater the heating, the lower it is. And with a drop in viscosity, the efficiency of the torque converter decreases. Many people remember problems with the “automatic machines” of not very young “French” cars, when due to the increase in fluid temperature (especially in summer in traffic jams) they refused to work at all!

Go ahead. It is very important that the dependence of viscosity on temperature is as flat as possible. One of the main criteria for this flatness is the viscosity index: the higher it is, the better. The leaders here are Mobil Multi-Vehicle ATF, Motul Multi ATF and Formula Shell Multi-Vehicle ATF. The “cartoon” of the NGN brand was not far behind them.

Let's see how much the viscosity of the liquid in the working area of ​​the box changes, taking into account its heating. The difference is noticeable! For kinematic viscosity it reaches 26%. And the efficiency of “automatic machines” (especially older designs) is quite low and is largely determined by the efficiency of the torque converter - which is precisely what suffers when the viscosity decreases working fluid.

The smallest drop in viscosity was found in Motul oils Multi ATF, Formula Shell Multi-Vehicle and NGN Universal ATF. The largest is for Totachi Multi-Vehicle ATF. These are, of course, comparative results; direct transfer to the efficiency of the box cannot be made. But for forced engines, in which the load on the automatic transmission components is higher, it is preferable to have fluids with more stable characteristics.

Low-temperature properties were assessed using a combination of several parameters. Obviously, all liquids, including ATF, thicken in the cold. This means that with a significant minus overboard, excessive viscosity will interfere with cranking the engine at the start, since cars with automatic transmissions do not have a clutch pedal. Therefore, we determined the kinematic viscosity of each sample at three fixed negative temperatures. In addition, we estimated the temperature at which the kinematic viscosity of the oil will reach a certain fixed value, conventionally accepted as the limit at which it is still possible to “crank” the gearbox.

At the same time, we determined the freezing temperature: this parameter is included in all ATF descriptions and indirectly indicates on what basis the liquid is made - synthetic or semi-synthetic.

Synthetics with a high viscosity index again won in this category: Motul Multi ATF, Mobil Multi-Vehicle ATF, NGN Universal ATF, Formula Shell Multi-Vehicle. They also recorded the lowest pour temperatures. And finally, the protective functions of liquids, that is, their ability to prevent wear. We examined the wear of two models - gearing and sliding bearings, since in a real gearbox the operating conditions of these units differ markedly. Consequently, the properties of ATF, which reduce wear, must be different and linked to the operation of the torque converter. And here we found a scattering of results. The leader in minimizing gear wear is Mobil Multi-Vehicle ATF, and in the competition on plain bearings, Motul Multi ATF and Totachi Multi-Vehicle ATF won by a wide margin.

TOTAL

If during traditional examinations of gasoline and motor oils we, as a rule, identified only minor differences between one sample and another, here the situation is different. In terms of key parameters, the difference between different ATFs turned out to be significant. And if you consider that the degree of influence of this complex fluid on power, fuel consumption, and the resource of the box is very noticeable, then you should think about its choice. Good synthetics with a high viscosity index is the best choice, which will protect your nerves during a winter start in fairly frosty weather, and will not create problems after a long stay in a traffic jam under the sultry sun.

The extent to which Multi matches its name will be left to the conscience of its developers. At the very beginning, we noted that it is unrealistic to test in practice every ATF in all the “machines” listed on their labels. By the way, in the descriptions (with a few exceptions) tolerances are either directly or by default designated by the word meets, that is, “corresponds.” This means that the properties of the liquid are guaranteed by its manufacturer, but there is no confirmation of compliance by the manufacturer of the car or box. In conclusion, we would like to inform you that if the planned service life of a new car does not exceed 50–70 thousand kilometers (then a replacement is planned), then you read the article in vain - you will not have to change the “liquid clutch”. In other cases, the information we have obtained should be useful. Adding up the results obtained in all tests, we found that the best products were Motul and Mobil, with Formula Shell liquid lagging behind slightly.

Our comments on each drug are in the photo captions.

WHAT SHOULD THE ATF BE?

There is no more complex and controversial device in a car transmission than an automatic transmission. It combines two units - a torque converter, which ensures a continuous flow of energy from the engine to the wheels, and a planetary gear change mechanism.

A torque converter is essentially two coaxial wheels: a pump wheel and a turbine wheel. There is no direct contact between them: the connection is carried out by fluid flow. Coefficient useful action This device will depend on a lot of parameters - the design of the wheels, the gaps between them, leaks... And of course, on the properties of the liquid located between the wheels. It acts as a kind of liquid clutch.

What should its viscosity be? Too much will increase friction losses in the box - a fair share of the power will be consumed and fuel consumption will increase. In addition, the car will become noticeably slow in the cold. Too low a viscosity will dramatically reduce the efficiency of energy transfer in the torque converter and increase leakage, which will also reduce the efficiency of the unit. In addition, the viscosity of a liquid increases greatly in cold weather, and decreases with increasing temperature - the difference can be two orders of magnitude! The liquid can also foam and contribute to corrosion of box parts. It is desirable that the liquid retains its properties for a long time: then you can not look into the box for years.

That's not all. The same fluid must work in the torque converter, in the planetary mechanism, and in the bearings of the box, although the tasks and operating conditions in these mechanisms differ sharply. In the gearing, it is necessary to prevent scuffing and wear, effectively lubricate the bearings and at the same time not interfere with their work with excessive viscosity: after all, with increasing viscosity, friction losses increase. But the efficiency of the torque converter also increases with more viscous fluids.

So many parameters! Consequently, a complex compromise of the properties that the ATF must combine is required.

ATF - LIQUID OR OIL?

The classification classifies ATF as transmission oils, but its purpose is much broader. After all, lubrication of transmission elements - gears and bearings - is not the only (albeit important) function here. The main thing is that ATF acts as the working fluid of the torque converter. It is this fluid that transmits the flow of power from the engine to the transmission, therefore the properties of this fluid are very important for the efficiency of the automatic transmission.

ATF passports standardize its viscosity (at operating temperatures and at negative temperatures), as well as its flash point and pour point, and its ability to form foam during operation. After all, it is viscosity that ensures lubrication and, therefore, the performance of gears and bearings, and the efficiency of transmitting torque from the engine to the transmission.

WHAT ARE THE PROBLEMS?

ATF fluids are very capricious. Not always modern ATF may fit an old machine of the same brand. The same applies to interchangeability: say, an “automatic” from a “Japanese” in 2006 on a specialized ATF, addressed to a modern “German”, may become bad... Lubricating the gears and bearings will be such a hassle, but the torque converter may be offended and go on strike. Therefore, each automatic transmission manufacturer is looking for its own solution to the problem. And the more difficult it is to make a universal “cartoon” that suits everyone.