Dedicated to the best transmission oils, in English - transmission fluids. This review considers only oils for automatic transmissions - ATF ( Automatic Transmission Fluid).

Many parameters were taken into account when compiling this top 10, in particular friction coefficients, performance, viscosity, reliability, price and customer reviews.

In order to navigate among the many oils for automatic transmissions, it will be useful to familiarize yourself with the most popular samples. This is true both when the car is under warranty and when vehicle Already a long mileage. It is interesting that in 2013 completely different oils participated in a similar rating. You can see the leaders of 2013.

1 place. . It is best for Honda owners to fill with gear oil of the same name. The undoubted advantage of original Honda ATF fluids is that the owner of any Honda is guaranteed optimal compatibility with his car. The oil has a minimal oxidation rate, allowing you to significantly increase the intervals between changes. The components it contains also protect O-rings and seals.

2 place. is considered one of the best synthetic oils for automatic transmissions, providing excellent thermal stability. ATF oil Red Line 30504 D4 has low level viscosity, which has a beneficial effect on the performance of the gearbox mechanism at the time of gear shifting.

3 place. High performance gear oil. It forms a high-strength film on the internal parts of the box, which reduces heat loss and reduces wear. Royal Purple is fully compatible with most other automatic transmission oils.

4 place. characterized by compatibility with other Dexron fluids used in automatic transmissions. Experts recommend using ACDelco 10-9030 for machines with long runs. This oil provides stable viscosity and is not subject to foaming.

5 place. – an oil that helps improve the efficiency of the transmission and (according to the manufacturer) promotes fuel economy. Using Synthetic ATF from Mobil, you can be confident in the longevity of the automatic transmission, including in very low temperatures.

6 place. Among the leaders of ATF oils produced under the brand of well-known automakers is. This is a synthetic based oil with the addition of special additives increases gear shifting efficiency, regardless of air temperature environment. The fluid provides optimal lubrication, extending the life of bearings and synchronizers.

7 place. is an excellent choice for owners of machines whose boxes are filled with both Dexron 2 and Dexron 3, and also meets MERCON requirements. Castrol oil is good at reducing friction between smooth surfaces.

8 place. designed primarily for use in engines of GM models. The oil is resistant to oxidation and destruction at high operating temperatures, guaranteeing stable properties in extreme conditions operation of the vehicle.

One of the elements of such maintenance is replacing the fluid in the automatic transmission. And here a dilemma arises: what oil to fill in - original or universal?

Choosing automatic transmission fluid

Original oils are more expensive, but with them there is no problem of choice: which one is indicated in the operating instructions, this automatic transmission fluid fits the car one hundred percent. And if the car is under warranty, then there shouldn’t be a question of choice. But if there are no obstacles to filling universal oil, why overpay? It is important not to make a mistake about the brand of liquid.

We select based on the manufacturer's recommendations. Auto developers took into account the properties of the liquid that it shows during the operation of the unit. IN automotive chemistry The “transmission” has the most complex composition, which includes friction modifiers, antioxidants, corrosion inhibitors, various additives - temperature, viscosity, anti-wear, detergent, etc.

Always follow the vehicle's instructions when choosing an ATF for an automatic transmission.

The main criterion, perhaps, is viscosity. Oils are divided into thick, medium viscosity and synthetic (semi-synthetic). What did the manufacturer indicate in the operating instructions? So we purchase only this type of automatic transmission fluid.

Another one no less important factor- temperature range of liquid application. Having determined the maximum air temperature during the current period of operation, we determine the minimum temperature to ensure lubricating properties. And, based on this, we select the oil class.

Selection of automatic transmission oil by car make

What kind of oil should I fill in KIA and Hyundai automatic transmissions?

I am sure that the owners of these cars know that most of them are equipped with reliable and unpretentious boxes from Mitsubishi. Currently, the company is beginning to install its own units in its cars. These are mainly business class sedans. Most often, recommendations for the use of fluids are focused on MMC ATF SP, sometimes Toyota.

As an example on Hyundai IX35, I50, Santa Fe where the A6MF/LF automatic transmission is installed, it is recommended to use the original fluid Hyundai ATF SP-IV.

As for older modifications of boxes (A4A/B, F4A, A4C), they are filled with Hyundai ATF SP-III And Diamond ATF SP-III. The main thing is to adhere to the SP-III standard.

We won't forget about the newest 8 step boxes Korean concern. Use SP-IV-RR

What kind of oil should I fill in the automatic transmission of Volkswagen (Skoda, SEAT)?

For Volkswagen automatic transmissions, oil G 052 025 (A2) is used., Esso Type LT 71141 (most common). For DSG (wet type) used G 052 182 A2. For dry type DSG7 (0am, DQ200) G052512A2. Among analogues, for classic automatic transmissions they use fluids with Toyota T-IV approval (included in the original), and for robotic ones SWAG, Febi, Motul DCTF.

What kind of oil should I put in an Audi automatic transmission?

The automatic transmission of Audi cars is most often filled with Esso Type LT 71141. Number original oil depending on the box modification G 052 182 A2(S-Tronic) and G 055 005(classic automatic transmission). IN robotic boxes(7 gears, wet clutch) oil G052182A2 is used. For classic 6 and 8 speed (ZF) gearboxes, ZF LIFEGUARD 6 and 8 are used, respectively.

What kind of oil should I put in a Toyota automatic transmission?

For A540H and A241H boxes, TYPE T TT is used. In the 1990s, TYPE T (II modification) appeared, used for automatic transmissions with electronic control, as well as FLU. Later, in 96, the fluid changes to TYPE T (III modification) and TYPE T (IV modification). Please note that these types of oils differ from each other and have different performance properties. In most cases, the situation is as follows: 4-speed units are filled with Toyota T4, and 6- and 8-speed units are filled with Toyota ATF WS.

On this moment Liquid is poured into new TOYOTA cars Toyota ATF WS.

What kind of oil should I put in a Ford automatic transmission?

Ford automatic transmissions are filled with ATF, which corresponds to the MERCON V type. For example, for Ford Focus 2 - WSS-M2C919-E.

What kind of oil should I put in PowerShift?

Original oil number: 1 490 763 (1L) and 1 490 761 (5L). Substitutes: SWAG 10 93 0018,Ford WSS-M2C-936-A

What kind of oil should I put in a Mercedes automatic transmission?

Tolerances DEXRON oils II - 236.1, 236.5, 236.6, 236.7. To DEXRON III - 236.9 . P The latest automatic transmission modifications use Fuchs ATF 3353. Number of original oil for automatic transmission 722.9 until 2010 (tolerance 236.14) - A001 989 68 03. Replacements Shell ATF 134, Mobil ATF 134, Fuchs Titan EG ATF 134.

Cars produced after 2010 (automatic transmission 722.9 ). The liquid in the box may be different. Tolerance 236.15 is used. Original oil -A 001 989 77 03, A 001 989 78 03. Substitutes Fuchs TITAN ATF 7134 FE, Shell ATF 134FE, Shell Spirax S6 ATF 134ME

What kind of oil should I put in a BMW automatic transmission?

On BMW cars automatic transmissions from the manufacturer ZF are installed. For 5-speed automatic transmissions, original oil is used Mobil LT 71 141(aka ESSO LT 71 141). For 6-speed ZF used Shell M1375.4, also in 6-mortars (ZF6HP) oil is used ZF LIFEGUARD 6, and in modern 8-speed ZF LIFEGUARD 8 Green colour. The fluid, which is sold in BMW cans, has an additional markup, but in fact the company does NOT produce transmission oils, but only bottles products from partners.

What kind of oil should I put in a Volvo automatic transmission?

For Volvo automatic transmissions, it is recommended to use Volvo T-IV ATF fluid, number 1161540-8 . Analogue Mobil ATF JWS 3309. Toyota WS has been poured since 2010.

What oil to fill in Peugeot automatic transmission?

For the majority Peugeot cars(Citroen) AL4 (DP0) gearbox is installed. In this case the best option will Mobil ATF LT 71141. You can also use Dexron VI, Mercon V. The 6-mortar can be used Mobil approval 3309.

What kind of oil to fill in Opel automatic transmission?

The recommended ATF for Opel cars, depending on the year, is DEXRON III, DEXRON VI, MERCON V. Opel original oil number 19 40 184 . Oil is poured into 4-stage gearboxes according to approval Toyota Type TIV, in 6-speed (6T series) oil with Dexron VI approval.

What kind of oil to fill in a Chevrolet automatic transmission?

As is the case with Opel brand- Chevrolet uses it as a lubricant for automatic transmissions DEXRON VI, Mercon V. Depending on the year of manufacture, DEXRON III is used for older models.

What kind of oil should I put in a Mitsubishi automatic transmission?

The Asian market uses the recommendation for filling MMC ATF SP. We already wrote above that Hyundai (installs Mitsubishi boxes on its cars) uses its own Genuine specification. In the American market it is used and called Mopar 7176. For automatic transmissions produced in 1992-1995 it is used ATF SP, 1995-1997 poured ATF SP II, and after SP III. Likewise, liquid J3 used for Mitsubishi 6-speed automatic transmissions. What kind of oil should I put in a HONDA automatic transmission?

Until 1994, Honda automatic transmissions did not differ either in maintenance or in the choice of special fluid. As with most cars with automatic transmission, it was recommended to fill in DEXRON II type fluid. Everything changed after 1994, when the concern announced the development of VTEC, which would allow issuing high power from a small engine volume. We will not describe all the nuances, let’s just say that the Japanese have developed a unit capable of processing high power, while at the same time having a significantly higher operating oil temperature.

A liquid has been specially developed for this purpose. Honda ATF Z1. However, car owners could see the inscription DEXRON II on the dipstick, which misled them about the recommended transmission. In fact, this only meant that the car owner could use the latter, but only for a short period of time. In 2010, she released an improved version of the liquid - Honda ATF DW-1

Features of the technology for replacing fluid in a machine

The units are divided into two types: serviced and unattended. The serviced boxes have necks and probes, that is, everything is provided for replacement. But in some latest models The manufacturer, considering it optional, does not provide for this.

The condition of the automatic transmission oil can be determined by its color

The replacement period for serviced automatic transmissions is indicated in the manual. But! Do not forget that Russian operating conditions are equivalent to severe, so it is worth changing the fluid twice as often. Example: if the manufacturer specifies a replacement period every 60 thousand kilometers, then it is recommended to change it at 30 thousand. Fluid level in automatic transmission easy to determine by the dipstick.

The second nuance is replacement in maintenance-free units. It is impossible to determine the volume here. Therefore, we change the oil according to the principle: the volume of drained oil must be equal to the amount filled. Only all operations must be performed on “cold” oil, since when heated, the working fluid of the automatic transmission expands and the volumes may vary.

How to check the condition of the oil in an automatic transmission Video

"Transmission oil in an automatic transmission is usually replaced every 60 thousand km." (From the "Repair Manual and maintenance"). 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. Yes, and it works beyond the limits of motor and transmission oils conditions. 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 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 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 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.

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 manufactured in mineral based and are 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 “synthetic” 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.

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. 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 you go to the store, read carefully 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 an AW50-40 LE brand box installed on Opel Vectra, the filter is positioned so that it can only be replaced when major renovation boxes.

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

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!”

Clickable

We begin our review of topics that interest readers of this blog and they order them from. Today we have a topic from blogcariba which is unlikely to be of interest to many, but perhaps our discussion in this post will help him. That's what worries him "I am currently interested in this question: the influence of the universal ATF oils on the operation of the torque converter of the box or why does it kick?))))))"

First, a little history...

The first specification for ATF (Automatic Transmission Fluid) type "Dexron" was released by GM at the dawn of time, in 1967 (Dexron B). Further specifications were regularly updated:
1973 - Dexron II (DIIC), which became the de facto worldwide ATF standard.
1981 - Dexron IID - the one that we now understand under the brand name “Dexron-2”.
1991 - Dexron IIE - improved specification, synthetic-based ATF (as opposed to mineral DIID), has better viscosity-temperature properties.
1993 - Dexron III (DIIIF), with new requirements for friction and viscosity properties, remains the standard to this day.
1999 - Dexron IV (synthetic based)

Ford also tried to keep up with GM with its “Mercon” specification, but despite more frequent updates (or maybe because of this), it did not receive such distribution and ATF Mercon (at least until recently) was officially completely unified with Dexron "ohm (for example - DIII/MerconV).

The remaining member of the Big Three, Chrysler, went its own way with the Mopar ATF (until the mid-90s - 7176 or ATF+, more recently - 9xxx). It is from this point that the beginning of the special ATF’s struggle for existence can be counted. Although sometimes Chrysler simplifies the life of users with a simple recommendation: “Dexron II or Mopar 7176” (talking about interchangeability).

The Mitsubishi (MMC) - Hyundai - Proton conglomerate, now associated with Chrysler, followed the same path. In the Asian market, they use the MMC ATF SP specification (from Diamond), and Hyundai - and their proprietary (genuine) ATF, which is the same SP. On models for American market SP is replaced by Mopar 7176. If we talk about grades, then ATF Diamond SP - mineral water, SPII - semi-synthetic, SPIII - apparently synthetic. European analogues are especially successfully produced by BP (Autran SP), so you can look at their branded catalogs for more details. By the way, it has been categorically written more than once that “only special ATF SP can be filled into MMC machines.” This is not entirely true. Many old MMC automatic transmissions require filling with Dexron "a. Approximately this can be defined as follows: automatic transmissions of all (or almost all) families produced approximately before the period 1992-1995 were filled with DII, automatic transmissions produced from 1992-1995 - already ATF SP, then from 1995-1997 - SP II, current automatic transmissions - SPIII. So the type of fluid being poured should always be specified according to the instructions. Otherwise, in relation to ATF SP, the same principles apply as those outlined below for ATF Type T (Toyota).

And finally, Toyota itself. Its fluid, Type T (TT), dates back to the 80s and is used in A241H and A540H all-wheel drive gearboxes. The second type of special fluid, Type T-II, designed for electronically controlled transmissions and FLU, appeared in the early 90s. In 95-98. it was replaced by TT-III and then by TT-IV.
The "simply Type T" (08886-00405) should not be confused with the TT-II..IV - in amateur parlance original liquids"These are ATFs that have different properties."
The synthetic Castrol Transmax Z (which, by the way, is extremely close to DIII) was officially recognized as a European analogue of the first Type T; Mobil ATF 3309 is now being considered as an analogue of Type T-IV. In general, due to periodic changes in recommendations (even for the same generation of the model ) The nominal ATF type should be clarified in the original operating manuals - it depends not only on the type of box, but also on the year of manufacture of a particular car.

Why does the manufacturer need this?

On the one hand, how much easier it would be for the mentioned auto giants not to reinvent the wheel, but to use the most popular ATF (by the way, Europeans mostly follow this path), but on the other hand, why not feed affiliated oil manufacturers? Since Dexron can now be produced by anyone and everyone, and GM should receive a kickback for certification, then the Japanese, who know how to count as well as others, wanted their share of the profits. Fortunately, no one is stopping them from introducing new specifications, but the owners will still have to pay for it. Yes, and proper positioning allows us to convince people that TT and other special ATFs are much better than Dexrons. And pay attention - on Dexron it is often written “do not use instead of Mopar, SP, etc.”, but on many special ATFs - something like “it is acceptable to use in automatic transmissions for which Dexron is recommended.” So, at the same time, no mechanical problems with “ordinary” automatic machines frighten the special oil specialists - the main thing is to increase sales. Is it possible the other way around?

Why does the box need this?

And really, why was all this trouble started? Indeed, based on the viscosity-temperature properties for any of the special ATFs, an analogue from Dexron is easily selected. So it turns out that the only difference between the special ATFs is the presence of certain “increased friction properties" (i.e. they increase friction).
For what? Since the specified automatic transmissions provide a “partially locked” torque converter operating mode (FLU - Flex Lock Up). To put it simply, this is implemented as follows. A conventional automatic machine operates in two modes - either as a torque converter (GDT), transmitting torque through a liquid, or in a rigid blocking mode, when the engine crankshaft, gas turbine housing and input shaft The boxes are rigidly connected by a friction clutch and the torque is transmitted to the automatic machine purely mechanically, without losses (as in a traditional clutch). In a box with partial blocking, there is also an intermediate mode, when the transformer blocking valve operates at high frequency, briefly bringing and retracting the coupling to the gas turbine engine body in order to transmit force through it at the moment of contact. That's practically all. If, for some reason, there is not enough friction force to transmit torque through the clutch, then the box will still operate - in normal hydraulic transmission mode. Of the most unpleasant consequences that can be expected - a little increased consumption fuel and slightly lower engine braking efficiency (and even then, not necessarily). Could there be damage to the mechanisms? Why would the box work one way or another? this mode, regardless of the efficiency of rotation transmission, and secondly, there is also Feedback(gearbox input shaft speed sensor), which will allow you to adjust the FLU control signal. Yes, and partial blocking is realized at low engine loads (for example, at forced idle) and in a rather narrow speed range.

Let us especially note the “all-wheel drive automatics”, including those that are far from new - why do they need a TT? They just use a hydromechanical automatic locking clutch center differential, which is similar in principle to FLU (multi-disk only).

If for a new box in ideal Japanese conditions ATF characteristics will have some influence on the operation, but in those machines that work with us, completely different factors will be decisive. Think for yourself what will be stronger - a slightly modified composition of the liquid (not so much modified as “having fixed properties”, and then only according to the manufacturer. By the way, how much greater can this same friction coefficient be? After all, do not forget that in that ATF itself bathes not only the locking clutch, but also the rest of the clutches of the box, and the planetary gears that came with basic options the same families of machines without FLU) or real ones:
- wear and tear of the locking clutch over time or changes in the properties of its clutch
- pressure working fluid(fluctuations of which by 10-15% from the average value are the norm for a new box)
- engine adjustments
- general wear and tear of automatic transmission elements (both hydraulic and mechanical)
- automatic transmission adjustments (again spread of nominal values)
- driving style
- condition and aging of the filled ATF
- climatic conditions(especially frosts)...

And let’s not forget - boxes with FLU are not the exclusive know-how of the Japanese, but a little known fact is that both Dexron III and, especially, Dexron IV were developed taking into account the requirements for machines with partial blocking.

Due to the fact that the hydromechanical transmission (HMT) includes several different components (torque converter, gearbox, complex system automatic control), the oil operating in it is subject to more stringent requirements than oil for manual gearboxes.

Oil brand	Possible substitutes	Oil type, recommended application
TM-2-18	TM-3-18	Straight and worm gears; all-season, operable down to -20˚С
TM-3-18	TM-5-12V, TM-5-12rk	Spur, spiral bevel and worm gears; all-season, operable down to -25˚С
TM-3-9	TM-5-12V, TM-5-12rk	In vehicle transmission units at air temperatures down to -45˚С; all-season for northern regions, winter variety for the northern zone
TM-5-12	-	All-season for cold climate zones and winter for the middle zone. Universal oil. Temperature Range oil performance from -40˚С to 140˚С
TM-4-18	TM-5-18, TM-5-12V, TM-5-12rk	Hypoid transmissions for trucks, all-season for temperate climate zones, operable down to -30˚С
TM-5-18	TM-5-12V, TM-5-12rk	Transmission units with hypoid gears, gearboxes and steering of passenger cars; all-season, operable down to -30˚С
TM-4-9	TM-5-12V, TM-5-12rk	Transmission units automotive technology, including with hypoid main gears when operating in a cold climate zone down to a temperature of -50˚С

Table 2.19. Consumer properties of additives and additives for transmission oils

Name of the drug	Purpose	Country, manufacturer
Air conditioner for manual transmission series FenomMANUALTRANSMISSIONCONDITIONER F ENOM	Improving the performance characteristics of gearboxes, transfer cases and final drives of drive axles, including hypoid type	Russia, LT "Laboratory of Tribotechnology"
H.P.L.S.	Reduced wear and noise in manual transmissions, transfer cases and gearboxes	Belgium, Wynn's

The main functions of oils in hydraulic transmission are: transfer of power from the engine to the chassis of the vehicle; lubrication of gearbox components and parts; circulation in the GMP control system; transferring energy to turn on friction clutches GMP; cooling of parts of units and mechanisms of the unit.

The average oil temperature in the GMT crankcase is 80-95 °C, and in the summer during the urban driving cycle - up to 150 °C. Thus, the GMF is the most heat-stressed of all vehicle transmission units. Such a high oil temperature in the GMF, in contrast to manual box gears are created mainly due to internal friction (the speed of oil flow in the torque converter reaches 80-100 m/s). In addition, if more power is removed from the engine than is necessary to overcome road resistance, the excess power is spent on internal oil friction, which further increases its temperature. High speeds of oil movement in the torque converter lead to intense aeration, increased foaming, and accelerate oil oxidation.

The design features of the GMF impose strict, sometimes contradictory requirements on the oil (for example, increased density and low viscosity, low viscosity and high anti-wear properties, high anti-wear properties and fairly high friction properties). Basic physical, chemical and operational properties of ma-sel domestic production For hydromechanical transmissions are given in table. 2.20.

To ensure the operation of the hydraulic transformer with the highest efficiency and reliable operation of the lubricated parts, the oil must have optimal viscosity. An increase in oil viscosity due to a decrease in its temperature from90 °C to 30 °C leads to a decrease in the efficiency of the hydraulic transformer by an average of 5-7%. On the other hand, to ensure the presence of a strong oil film on the friction surface and reduce leakage through sealing devices, the oil must be relatively viscous. The use of oils in GMF with a viscosity at a temperature of 100°C equal to 1.4 mm 2 /s instead of 5.1 mm 2 /s improves by 6-8% dynamic characteristics car, and also helps to save fuel. Highest efficiency hydraulic transmissions is ensured when the oil viscosity is not higher than 4-5 mm 2 /s at a temperature of 100 °C.
Anti-wear requirements for oil are also very high. The wide variety of materials of friction pairs (steel - steel, steel - cermet, etc.) used in GMF makes it difficult to select oils and additives for them. The presence of some additives in oils reduces wear of ferrous metals, but causes greater wear of non-ferrous metals, and sometimes vice versa.

In addition, for normal operation of friction discs, the oil must provide an increased coefficient of friction: from 0.1 to 0.18. With a friction coefficient of less than 0.1, the operation of the clutch discs is accompanied by slipping, and with a friction coefficient of more than 0.18, with jerking. In both cases, this leads to premature failure of the friction discs. The antioxidant resistance of the oil ensures reliable and long lasting performance GMP. Oil oxidation, in addition to its general contamination and increased content of acidic products, leads to disruption of the normal operation of friction discs.

Table 2.20. Characteristics of domestic oils for hydromechanical transmissions

The name of indicators	General purpose for spur, bevel, spiral bevel and worm gears
	A (for hydromechanical transmissions)	R(for hydrostatic transmissions)
Kinematic viscosity, mm 2 /s: at 100˚С at 50˚С	7,8 23-30	3,8 12-14
Flash point, ˚С, not lower	175	163
Pour point, ˚С, not higher	-40	-45
Operation at temperature, ˚С, not lower	-30	-40
Content of active elements,%: calcium phosphorus zinc chlorine sulfur total	0,15-0,18 - 0,08-0,11 - - 0,23-0,29	0,15-0,18 - 0,08-0,11 - - 0,23-0,29
SAE viscosity grade	75W	-
API viscosity grade	GL-2	GL-2

High working temperature oil in GMF, direct contact with a large amount of air in the presence of catalytically active non-ferrous metals causes its rapid oxidation in volume, a thin layer and a fog-like state.

In addition, the oxidation of oil big influence are influenced by the design features of the GMP, as well as the operating conditions of the vehicle. So, for example, driving a car in city mode with frequent stops and reduced speeds causes faster oil oxidation than driving on country roads.

To reduce the intensity of oil oxidation and reduce varnish and sludge deposits on hydraulic transmission parts, antioxidants and detergent additives. In addition, automatic transmissions are sometimes equipped with cooling systems.
The corrosive aggressiveness of the oil to various materials should be minimal, since GMP parts are made of a variety of metals and their alloys. Parts made from non-ferrous metals are most susceptible to corrosion.

The chemical composition of the oil should not have a harmful effect on rubber sealing devices, i.e. cause excessive swelling or shrinkage of rubber parts, leading to oil leakage. The swelling of rubber parts should be no more than 1-6%.
To prevent corrosion of GMP parts, anti-corrosion additives are added to the oil.
The density of the oil is of great importance for efficient work GMP. The higher the density, the more power can transmit hydraulic transmission.
The density of the oil used in GMF at an operating temperature of 80-95 ° C ranges from (81.8-80.9) 10 -6 n/mm 3, and at room temperature - (86.3-86.7 ) 10 -6 n/mm 3 .

The cooling properties of the oil are assessed by specific heat capacity, which for HMF in the operating temperature range should be 2.08-2.12 kJ/kg°C.

The oil's resistance to foaming is ensured by adding anti-foam additives to it.

The quality of transmission oils and increasing their service life are achieved by introducing additives into their composition. In table 2.21 shows the consumer properties of some additives and additives in transmission oils for high-speed transmission in order to improve them operational properties.

According to GOST 17479.2-85, transmission oils, depending on their performance properties, are divided into 5 groups that determine their areas of application (Table 2.22) and into 4 viscosity classes (Table 2.23).
Marking of gear oils, for example, TM-2-9, is carried out as follows: TM - gear oil; 2 — oil group according to operational properties; 9 - viscosity class.
The viscosity classes of transmission oils in accordance with SAE are given in table. 2.24.
According to classification API transmission Oils are divided according to the level of their anti-wear and extreme pressure properties. Oils of classes GL -1 are used at low pressures and sliding speeds in gears. They do not contain additives. Oils of GL-2 classes contain anti-wear additives, and oils of GL-3 class contain extreme pressure additives and ensure the operation of spiral bevel gears, including hypoid ones.
Table 2.21. Consumer properties of additives and oil additives for automatic transmissions

Name of the drug	Purpose	Country of manufacture
Automatic Transmission and Power	Ensuring smooth gear shifting and eliminating automatic transmission fluid leaks	Belgium, Wynn's
Tuning for Automatic Transmission Trans Extend With ER	Ensures ideal operation of the automatic transmission, used after 10 thousand km of the car or after it has been parked for 3-4 months	USA, Hi-Gear
Trans-Aid Conditioner & Sealer	Eliminates slippage, increases service life and stops fluid leaks	USA, CD-2
Sealant and Tuning for Trans Plus automatic transmission	Protects the transmission from overheating during operation, eliminates leaks from the gearbox within 15 km of vehicle mileage, compatible with all types of automatic transmission fluids	USA, Hi-Gear
Sealant and Tuning for automatic transmission Trans Plus With ER	Protects against overheating during operation, ensures ideal operation of the automatic transmission, eliminates leaks from the gearbox within 15 km of vehicle mileage, compatible with all types of fluids	USA, Hi-Gear

Oils of class GL-4 are used for hypoid gears of medium load and transmissions operating under conditions of extreme speeds and shock loads, as well as at high speeds and low torques or low speeds rotation and high torques.
GL-5 class oils are used for highly loaded hypoid gears of passenger cars, as well as commercial ones, equipped with transmissions operating under shock loads at high speeds, and, in addition, in low torque modes at high speeds or high torques at low speeds. The approximate compliance of transmission oils by viscosity classes and groups of operating conditions according to GOST 17479.2-85, the SAE system and the API system are given in table. 2.25.

Due to the specific requirements for oils for automatic hydraulic transmissions, these oils are sometimes called ATF fluids(Automatic Transmission Fluids).
The largest manufacturers of hydromechanical transmissions have developed specifications for automatic transmission fluids. The most common requirements are General Motors and Ford.

General Motors classifications correspond to oils under the DEXRON brand (DEXRON II, DEXRON ME, DEXRON III).
Ford oils are designated MERCON (V 2 C 1380 CJ, M2C 166H).

Table 2.22. Groups of transmission oils by additive content, performance properties and scope of their application

Oil group	Presence of additives in oil	Recommended area of ​​application, contact stresses and bulk oil temperature
1	Mineral oils without additives	Cylindrical, bevel and worm gears operating at contact stresses from 900 to 1600 MPa and bulk oil temperatures up to 90˚С
2	Mineral oils with anti-wear additives	The same for contact stresses up to 2100 MPa and oil temperature in the volume up to 130˚С
3	Mineral oils with moderate EP additives	Cylindrical, conical, sternal-conical and hypoid gears operating at contact stresses up to 2500 MPa and oil temperature in the volume up to 150˚С
4	Mineral oils with high performance extreme pressure additives	Cylindrical, stellar-bevel and hypoid gears operating at contact stresses up to 3000 MPa and oil temperatures in the volume up to 150˚С
5	Mineral oils with high performance and multifunctional extreme pressure additives, as well as universal oils	Hypoid gears operating with shock loads at contact stresses up to 3000 MPa and oil temperatures in the volume up to 150˚С

Table 2.23. Viscosity classes of transmission oils in accordance with GOST 17479.2-85

Viscosity grade	Kinematic viscosity, mm 2 /s, at a temperature of +100˚С	Temperature, ˚С, at which dynamic viscosity does not exceed 150 Pa s
9	6,00-10,99	-45
12	11,00-13,99	-35
18	14,00-24,99	-18
34	25,00-41,00	-

Table 2.24. Viscosity grades of transmission oils in accordance with SAE

Viscosity grade	Temperature, ˚С, at which viscosity does not exceed 150 Pa s, not higher	Viscosity, mm 2 /s, at a temperature of 99˚С
		min	max
75W	-40	4,2	-
80W	-26	7,0	-
85W	-12	11,0	-
90	-	13,5	≤24,0
140	-	24,0	≤41,0

Table 2.25. Correspondence of viscosity classes and groups of transmission oils in terms of performance properties according to GOST 17479.2-85, SAE and API systems

GOST 17479.2-85	SystemSAE	GOST 17479.2-85	SystemAPI	Scope of application according to operating conditions
Viscosity grade		Operating conditions group
9	75W	TM-1	LG-1	Mechanisms that use oils with depressant and anti-foam additives
12	80W/85W	TM-2	LG-2	Mechanisms that use oils with antifriction additives
18	90	TM-3	LG-3	Omniscient axles with spiral bevel gears; weak extreme pressure additives
34	140	TM-4	LG-4	Hypoid gears; medium activity extreme pressure additives
-	250	TM-5	LG-5	Hypoid transmissions for trucks and cars; active extreme pressure and anti-wear additives
-	-	-	LG-6	Hypoid gears operating in very harsh conditions; highly effective extreme pressure and anti-wear additives

I don't know what car it is blogcariba , but here's what people write:
As far as I understand (after studying the forums), “kicking” Nissan boxes are almost the norm. They say business class, but not the same.

Some people can achieve smooth shifting by adjusting the tension brake band, accessible from outside without disassembling the car. But this is rather an exception, and it’s too early for me to get into the weeds.

At first I was surprised (to say the least) by this circumstance. I noticed that the attitude towards fluid replacements, to put it mildly, is not cool. Mentions of partial replacement ATF in automatic transmission after 40-80 thousand. After three years at official services. They ride semi-synthetics for 10-12 thousand, and then look for contract engines. The manufacturer's recommendations are practically not taken into account, and they are practically the same as for Taurus.

In a word, I didn't like this thing.

Three weeks ago I filled it with Nippon ATF Synthetic, especially since it claims to comply with Nissan Matic Fluid C, D, J (level). After a week, using a syringereplaced another 4 liters. Positive changes appeared immediately, and since yesterday the box has stopped kicking. I thought it was an accident, in the morning I changed the driving dynamics - it doesn’t kick. Let's see what will happen next. I won’t say that the shifts are completely invisible, but there are definitely no kicks. If you don’t know, they are completely invisible.

Oils for automatic transmissions are subject to much higher requirements for viscosity, anti-friction, anti-wear and antioxidant properties than for lubricants used in other units.

Since automatic transmissions include several completely different components in terms of speed and load characteristics - a torque converter, a gear transmission, a complex hydraulic automation and control system, in connection with this, the list of oil functions in an automatic transmission is quite extensive:

• Lubrication of rubbing parts
• Torque transmission
• Pressure transmission in the hydraulic part of the automation system
• Cooling of friction units and dissipation of excess heat arising during transmission of torques
• Anti-corrosion protection of dissimilar structural materials of automatic transmission
• Rapid air release
• Resistance to emulsion formation with water
• Resistance to deposit formation

Dynamic loads in automatic transmissions are generally lower than in conventional transmissions due to the lack of a rigid connection between the transmission and the engine. But temperature regime– much more severe – the average operating temperature of the oil in the automatic transmission housing is +80 °C, 95 °C, but in hot weather, especially in the urban driving cycle, it can rise to +150 °C. The design of the automatic transmission is such that if more power is removed from the engine than is needed to overcome the resistance to movement (depending on the condition and slope of the road surface, the coefficient of adhesion of the wheels with the pavement, etc.), then this excess is spent on overcoming internal viscous friction in the oil, which leads to the formation of additional heat - as a result, the oil heats up even more.

High oil speeds in the torque converter and high temperatures cause intense aeration, leading to foaming and saturation with condensation water and oxygen, which can cause the following negative effects:

• Oxidation of the oil itself
• Intensive corrosion of metals (in addition to direct oxidation of metals with active oxygen, and electrochemical corrosion of the resulting pairs of dissimilar metals)
• Reduced efficiency of hydraulic automation, decreased efficiency when transmitting torque in the torque converter

An important factor is the use of dissimilar metals in automatic transmission friction pairs, including the use of precious coatings in terms of their compatibility with anti-wear and extreme pressure additives used in the oil. It is also necessary to take into account the fact that to ensure high efficiency for the torque converter, we use low-viscosity CSt oil with the main difference from conventional high-viscosity gear oils in kinematic viscosity.

Base oil – highly refined mineral oil, partially synthetic or fully synthetic synthetic oil, with very high index viscosity 140, 200, and with natural high low-temperature fluidity.

Additives - antioxidant, anti-corrosion, extreme pressure, anti-wear, thickening, it is possible to introduce a coloring pigment, which separate options The performance of the liquid plays the role of an indicator of the performance of the product, in terms of operational properties (although, as a rule, the color of the liquid does not characterize its belonging to a certain class).

Due to the fact that the transmission - hydraulic fluids For automatic transmissions, specific requirements are put forward by manufacturing companies, today there are a number of basic generally used and private tolerance-specification requirements.

These are the specifications put forward by companies:

• General Motors Co
• Caterpillar
• Vickers Mobile Hydraulics
• Mitsubishi
• Toyota
• Nissan
• Honda
• Hyundai
• ZF TE ML

The world's largest automatic transmission company, General Motors Co., has long been developing and putting forward separate specifications for automatic transmission fluids. ATF transmission(Automatic Transmission Fluid). A special feature is the requirement to reduce the fluid friction coefficient as the sliding speed in the hydraulic transmission decreases (the difference in the rotational speeds of the pressure and turbine wheels in the torque converter).

• ATF type “A”, suffix “A” or Dexron I. Early classification of GM, developed in the post-war period jointly with the American military armored research center Armor Research, ATF fluids that successfully met these requirements were assigned qualification numbers AQ (Armour Qualification No). The letter “A” comes from the name of this qualification system
• Dexron B (General Motors 6032 M) - current GM specifications, tolerance data begins with the letter “B”
• Dexron II (General Motors 6137 M) or, what is the same - Dexron II D (General Motors D-22818) - a more stringent set of requirements for liquids, usually mineral-based, for automatic transmissions, in order to protect the environment, prohibiting the use of spermaceti oil as an additive
• Dexron IIE (General Motors E-25367) is a fluid specification, in some cases synthetic based, for GM automatic transmissions manufactured after January 1, 1993. Characterized by higher anti-wear properties and extended service life
• Dexron III is the latest specification for automatic transmission fluid on a synthetic (less often mineral) basis, higher thermal and oxidative stability, improved friction characteristics