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Global trends
Specification
Functions of ATF
1
Automatic Transmissions
To provide a method
Of disconnecting the
power train from engine
Fully automatic
gearboxes
Dual Clutch
Transmission
2
Main Automatic Transmission Components
Torque Epicyclic
Convertor Gearset
Bands &
Clutches
Output
Input
Hydraulic
Block
Sequential Manual
Transmission
(SMT/AMT)
Dual Clutch
Transmission
(DCT/DSG)
Continuous variable
Transmission
(CVT/IVT)
3
Automatic Manual Transmission
Passenger Car:-
1. Operates similarly to a manual 1. Tiptronic (manumatic)
transmission. 2. Vacamatic (preso Matic)
3. Electro Matic
2. It does not require clutch actuation
or shifting by the driver. 4. Autostick
5. Citro-Matic/Traffic Clutch
3. Automatic shifting is controlled 6. Honda Matic
electronically (shift-by-wire) and
performed by a hydraulic system or
electric motor.
4
Car Segment and Automatic Transmission
CVT-Continuous variable
Geographical differences
North America Japan Europe
Automatic market • High (>85% in pass • High (>90% in pass • Low (varies between
penetration cars) cars) countries, overall
average ~15%)
Segment trends • Passenger car • Service fill volume • Commercial vehicle ATF
needs dominate smaller than factory-fill bigger due to volumes &
product definition service fill
OEM influence • N American OEM • Japanese OEM specs • Both N American and
specs dominate dominate (Toyota, Aisin, Euro OEM specs are
(GM, Ford, DC) JATCO, Honda) important (ZF, DC,VW,
GM, Voith & MAN)
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Development of Automatic Transmission Technology
2004
Dual Clutch
Transmission (DCT
2002
6-Speed Conventional
Automatic
Transmission (AT)
Mid 1990’s Belt Drive
Continuously Variable
Transmission
1948–Present (CVT)
Conventional Or
Stepped Transmission
(AT)
Drive comfort;-
• Responsive shifting/gear skipping
• Smooth torque transfer Emission reduction:-
• Improved electro-hydraulic control • Increasing gear ratio
• Reassuring feel and noise • better control of gear shift points
• Optimizing engine operation without
Power train integration;- compromising performance
• More manufacturers developing hybrids
instead of isolated transmissions.
• Increasingly, engines are being matched
with particular transmission types from
the design stage.
6
Lubrication development trends
Current
• Wear protection
• High thermal stability
• Corrosion protection
• Friction durability Future
• Shear stability
• Cold flow
Future
• Even stronger anti-
anti-wear/EP requirement
• More flexible friction characteristics
• Compatible with new friction materials/
clutches/components
• Maintain anti corrosion/hydraulic
properties
• Friction characteristics for CVT technology
to reduce clamping forces
• Improved traction fluids for toroidal
variators
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The function of Oil in Automatic
ATF requirements
Transmissions
Provide proper friction for specific Be compatible and not corrosive with parts
materials in each transmission and materials
Typical formulations
Typical Formulation ATF DCT
Base oil 65-90% 65-90%
Anti wear/EP agent 0.5-1.5% 0.5-2.0%
Friction modifier/Controller 0.3-0.8% 0.3-1.0%
Dispersant 2-6% 2-6%
Anti oxidant 0.2-1.0% 0.2-1.0%
Viscosity Index Improver 3.0-20.0% 3.0-20.0%
Corrosion Inhibitor 0.2-0.4% 0.2-0.4%
Pour Point Depressant 0.1-0.5%
Anti foam agents 0-0.3% 0-0.3%
Seal swell agents 0.001-3.0% 0.001-3.0%
Red dye 0.02-0.03%
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Why do transmissions need dedicated lubricants
• Friction-which needs to be
optimized to satisfy specific
requirements of friction elements
such as synchronizers, clutch
linings and brake bands.
Frictional Properties
1. Asbestos based linings
• Are woven variety. Made from asbestos fiber
spun
• The highest working temperature 260 deg C.
2. Asbestos substitute friction material-Kevlar
• Lighter
• Good grip characteristic
• Working at high temperature 500 deg C
3. Metallic friction material
• Moderately successful
• Made of Sintered Iron or Copper based
sintered bronze. Produce from powder known
as sintering process.
• Operate at high temperature
• Greater torque capacity and have extended life.
• Disadvantage – high inertia, expensive.
4. Cerametallic friction material
• Popular for heavy duty clutches.
Clutch driven plate with ceramic
• Made of ceramic and copper.
facing
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Oxidation Stability
Oxidation Test
Oxidation of the fluid can increase;-
• High temperature and low
temperature viscosity of the fluid.
• Cause the formation of sludge,
varnish and particulate matter
ABOT ISOT DKA
• Cause corrosion of bushings, thrust
washers and bearings
• Cause degradation of elastomeric
seals.
Foam
Excessive foam in transmission can be very detrimental to
transmission function and to safety.
Foaming also cause;-
• Premature failure of the clutch due
to lack of proper apply pressure.
• Heat capacity of the ATF to be
reduced (hence less effective in
removing heat from clutches and
other parts)
• Increase ATF volume
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Compatibility with Organic Materials
1. ATF can interact with a seal material in several ways which
can be detrimental. It can either swell or its can shrink the
elastomer.
2. A different types of elastomer are used in transmission
including;-
• Silicone
• Nitrile
• Polyacrylate
• Fluorocarbon types (e.g. Viton)
• And others
Corrosion Protection
1. Most ATFs contain specific anticorrosion agents to retard
the rusting of ferrous alloys, and the corrosion of copper,
zinc, lead and tin.
2. The tests used to measure anticorrosion for ATF are the
ASTM D665 and the ASTM D1748 humidity cabinet for
rust of ferrous alloys and the ASTM D-130 for copper
corrosion.
11
Antiwear
• Prevent wear in multiple parts including vane and gear
pumps, one way clutches, planetary gearsets, bushings,
bearings, thrust washers, and power transfer chains.
• ATF wear test include FZG four square gear test and test to
measure wear of a sprag type one way clutch.
• Earlier ATFs used ZDDP antiwear technology.
• After 1980, use metal free antiwear agents employing
combination of phosporous, boron and sulfur materials.
1. ZF 1. ZF
Western Europe 2. Borg Warner 2. Voith
3. General Motors 3. Renk
12
Service fill specification
OEM Specification Scope Remarks
Type A and Type Suffix A • The original fluids. They came out on 1949 and 1957
respectively and are long obsolete.
13
Service fill specification
OEM Ford Motor Company Remarks
M2C33-F and M2C33-G • F came out for the USA and G for Europe. These are non-
friction modified fluids and as such cannot be used in most
transmissions.
M2C138-CJ and M2C166-H • Introduced to deal with problems with the C-6 and C-5
transmissions, these are satisfied by Dexron®-IID
Mercon®-SP and Mercon® -LV • Both fluid are low viscosity fluids. Mercon® -SP was
based around a ZF specification and was used in
six speed automatic transmissions, for both front
and rear wheel drive. LV was introduced in 2007
and Ford plan to make it backwards compatible.
BTR 5M-52 • Special fluid for Ford Autralia that uses the BTR 4
speed automatic models, 85/91/95LE. Modified
Dexron®-IID type.
236.9 • Long drain fluid usually a Dexron®-III type with more severe
shear stability limits.
236.10 • For 5 speed Mercedes EC3 transmission (NAG-1)
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Service fill specification
ZF stands for Zahnradfabrik Friedrichshafen a large transmission make and supplies to many car and
trucks OEMs.
OEM ZF Remarks
TE ML-11 • Contains the special products listing for many passenger car
automatic transmissions (such as MB 236.11 type) and also for
where automatic transmission fluids are used in manual
transmission.
TE-ML 14A • Full mineral, Dexron®-IID/III type, 5.3 cSt after shear, 30,000km
drains.
TE-ML 14B • Part synthetic Dexron®-III type, 5.3 cSt after shear, 60,000km
drains
TE-ML 14C • Fully synthetic, Dexron®-II/III type, 5.7 cSt after shear 120,000km
drains.
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Service fill specification
OEM Specification
The new H spec also introduced new tests: a low speed carbon fiber friction test (to measure anti-
shudder properties), and an aeration rig test. In addition, some new elastomer were added to the
seal compatibility tests.
16
ATF Specification GM
Shear Stability
DEXRON IIIH
DEXRON VI
DEXRON IIIG
Friction Durability
Film Strength
Foam/Aeration Control
ATF Specification
Test Dexron® IID Dexron® IIIG Dexron® IIIH Dexron® VI
Seals tests 3 6 10 10
Kinematic viscosity at 100 deg Celcius, cSt Report Report Report 6.4 max
Brookfield viscosity at -40 deg Celcius, mPa.s 50,000 max 20,000 max 20,000 max 15,000 max
Kinematic viscosity at 100 deg Celcius n/a n/a n/a 5.5 min
after40 hour KRL shear, sCt
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Test Parameter for ATF
Dexron-IIIH Ford Mercon Ford Mercon V
Flat Plate 15K Flat Plate 20K Flat Plate
Composition Plates SD1777 SD1777 SD1777
Grooving None Cross Hatch Cross Hatch
Test length (h) 100 63 83
Test length (cycles) 18000 15000 20000
Clutch release (kPa) 27000 20740 20740
Clutch pack clearance (mm) 1.02+ 0.13 0.70 + 0.13 0.70 + 0.13
Motor Speed (rpm) 3600 3600 3600
Clutch apply (kPa) 345 275 + 5 275 + 5
Fluid temp (0C0 140 115 + 3 135 + 2
Fluid volume (ml) 600 305 + 5 305 + 5
Cycle rate (cycles/min) 3 4 4
Plate configuration S-F-S-S-F-S S-F-S-S-F-S S-F-S-S-F-S
Energy per engagement (l/cm2) 85.6 88 88
Performance Enhancement
18
Multivehicle ATF
19
Honda and Castrol ATF
Honda Auto type Castrol ATF
City 5-speed Automatic Transmission with Shift Hold Control Multivehicle
Jazz 5-speed Automatic Transmission with Shift Hold Control Multivehicle
Civic 1.8 - Electronically Controlled 5-Speed Automatic Multivehicle
2.0 - Electronically Controlled 5-Speed Automatic with Multivehicle
Paddle Shift Control
Type R - 6-Speed Close Ratio Manual with Limited Slip N/A
Differential
Hybrid - Continuously Variable Transmission (CVT) N/A
Accord Electronically Controlled 5-Speed Automatic with Shift Hold Multivehicle
Control
CRV Electronically Controlled 5-speed Automatic, Multivehicle
1-reverse
Stream 5 Speed Automatic with Paddle Shift Multivehicle
Odyssey 5-Speed Automatic with Sequential Shift Multivehicle
Freed 5-Speed Automatic with Shift Hold Control Multivehicle
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If the wrong ATF is used…
• The fluid could get too thick or thin – oxidation / shear
– The hydraulic system does not work
– The fluid can not transmit power efficiently
– The bands and plates could get damaged
• The fluid could lose its frictional balance
– Slow uptake of power
– Excessive clutch slippage
– Harsh gear change
• The fluid could cause excessive wear
– Planetary gears, bushing thrusts, washer sprag, etc. could be damaged
• The fluid could destroy the seals
– Downtime for repair
– Environmental impacts
• The fluid could corrode the transmission parts
– Downtime for repair
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Ir. Mohamad Surif Abdul Wahab MIEM
012-3775006
mohamadsurif.abdulwahab@se1.bp.com
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