F

FLUID SELECTION
after the number; oils tested at high temperature have no letter after the viscosity number. Most oils sold today are tested and classified for viscosity at both high and low temperatures. These multiviscosity oils have designations such as 5W-30 or 20W-50. API service classifications were introduced in the late 1960s to indicate oil resistance to wear, oxidation, corrosion and deposit formation, as well as its overall ability to lubricate. Oils for gasoline engines have service classifications beginning with an S (for Service) and followed by a letter A through L to indicate increasing performance levels. Oils for diesel engines have service classifications beginning with C (for Commercial) and followed by a letter A through I. When the S and C service classifications were introduced, they were a logical way to define motor oil performance requirements and the evolution of those requirements. The system went along pretty well for about 20 yearsthrough the 1980sand then diversity set in. Besides a service classification, some oils for the past dozen years also are designated as energy-conserving or energy-conserving II. These oils reduce engine friction and improve fuel economy. Energy-conserving oils have

ifty years ago, selecting fluids for automotive service was pretty simple. Motor oil was rated as ML, MM or MS, for motor light, moderate or severe, respectively. The earliest automatic transmissions operated on motor oil. For brake fluid, gear oil and power steering fluid, we were pretty much limited to one choice each. While chemical engineering and fluid technology improved steadily over the decades, fluid selection stayed pretty basic through the 1970s. A couple of new types of ATF were developed, brake fluid specificationsDOT 3 and DOT 4, for exampleemerged and the S and C service classifications for motor oil showed steady improvement in lubricants. Then in the 1980s and 90s, fluid diversity erupted. Today, the automotive service industry is faced with a daunting variety of fluids. One type certainly does not fit all applications. This article summarizes some of the most common fluids and the unique OEM specifications that have appeared over the last 10 to 15 years and that are in use today.

Motor Oil
Motor oils are classified by Society of Automotive Engineers (SAE) viscosity ratings and American Petroleum Institute (API) service classifications. The viscosity rating indicates how easily an oil flows at a specific temperature. The lower the number, the more easily it flows. Oils tested for viscosity at low temperatures have a W (for winter)
Photos: Ken Layne

Out with the old, then in with the new. Most cars are driven in ways that have been classified by automotive engineers as severe service, and thus require more frequent oil changes than the carmakers basic recommendations.

BY KEN LAYNE
November 2003 53

more friction-reducing additives and relatively low viscosities. Since 1993, oil quality also is identified by the API starburst symbol. To earn the starburst, oils must meet the energy-conserving II requirements of the International Lubricant Standardization & Approval Committee (ILSAC) and be certified as the correct oil for gasoline engines in cars and light trucks. Therefore, only multiviscosity oils qualify. Oils that qualify for the starburst symbol also may carry ILSAC classifications GF-1, GF-2 or GF-3, which indicate the energy-conserving qualities. The energy-conserving properties of multiviscosity oils have been the driving force in oil development, but strict emissions regulations also have kept engineers busy. Current regulations have lowered allowable hydrocarbon (HC) emissions to almost immeasurable levels. HC tailpipe emissions are primarily unburned gasoline. Reducing HC emissions means that engineers must eliminate anyplace in the combustion chamber and cylinder where a molecule of gasoline might hide. Piston-to-cylinder clearances have been reduced to .001 inch or less. Piston ring gaps have been reduced, and piston skirts have been coated with friction-reducing synthetic materials. Motor oil for modern engines must have low viscosity at startup to get the oil into those tight clearances fast. Thus, many carmakers recommend 5W-30 oil as the preferred viscosity. If your customers question these recommendations, explain the engineering background. High-viscosity oil in a late-model engine may do more harm than good.

An oil change is the most basic preventive maintenance service, but technicians must keep up-to-date on current oil specifications and recommendations.

the coefficient of static friction as a clutch or band locks up. This creates a very smooth shift. Unmodified ATF provides a higher coefficient of friction as the clutch or band locks up and creates a firmer shift. The first friction-modified ATF was Type A, introduced as a GM spec in the mid-50 s. It evolved to Type A, Suffix A and eventually to Dexron fluid, introduced by GM in 1967. The first unmodified ATF was Type F, introduced

Automatic Transmission Fluid

The first automatic transmissions of 65 years ago operated on motor oil that was dyed red to help identify leaks. Automatic transmission fluid (ATF) has since evolved into one of the most complex lubricants in the oil industry. When engineers design an automatic transmission, they consider the frictional properties of the ATF. All ATF types fall into two groupsthose that contain friction modifiers and those that dont. Friction-modified ATF reacts to lower

Vehicle manufacturers are very specific about their ATF requirements, but aftermarket fluid suppliers often market one product that covers more than one application.

by Ford in 1959 and used in all Ford transmissions through 1976 (and several after that date). ATF choices stayed pretty simple through the 60s and 70s. At the end of the latter decade, however, variations in ATF were increasing. Dexron had evolved into Dexron-II, and Ford introduced Type CJ, a friction-modified ATF, in the late 70s. Ford also specified Types G and H fluid for specific transmissions. Types H and CJ didnt last very long, as Mercon was developed to reduce the number of fluids required for Ford products. Mercon is a friction-modified fluid, similar to Dexron. Mercon specifically does not replace Type F or G fluids for transmissions requiring unmodified fluid. Mercon, however, is the preferred fluid for most 1983 and later Ford automatics, all Nissans and some Mazdas, Jeeps and Eagles. Dexron-II is a secondary recommendation or okay for topping up some transmissions. Today, Mercon-V is specified for some Ford transmissions, and Mercon-SP is used in some 2003 and later Ford trucks. Be aware, though, that C4 and C3 transmissions through 1979 and 1980, respectively, require Type F. Also, Jatco transmissions in Courier trucks used Type F through 1982, and all FMXs re-

54

November 2003

quired Type F until the last one was built in 1981. Starting to get confused? It gets worse. Chrysler had long recommended Dexron-series fluids for its automatics, but it began specifying MOPAR ATFPlus (Type 7176) for 1987 and later transmissions. This fluid evolved to ATF+3 and ATF+4. MOPAR ATF is friction-modified like Dexron but specifically formulated for the electronic control programs of Chryslers transmission control modules (TCMs). The MOPAR fluids let the torque converter clutch work in a unique partial-lockup mode. Chrysler cautions that if the wrong ATF is installed, the TCM cant regulate partial-lockup slippage correctly. Result: converter clutch shudder. The older fluid recommended by Mitsubishi and Hyundai, Diamond SP, was similar to Chryslers ATF+3, but the Diamond SP2 is quite different. Toyota is another carmaker noted for unique ATF requirements. Toyota calls for its own Type T or Type T-IV fluid in certain vehicles. Most notable among these are the all-wheel-drive Camrys and Corollas built in the late 1980s and early 90s. If you fill one of these transmissions with ATF other than the specified Toyota Type T, your customer will most likely have to buy a new trans in 5000 to 6000 miles.

Although automakers specify their own brands of power steering fluid, aftermarket fluid suppliers try to simplify the issue by marketing one product for several applications.

tempts to eliminate torque converter lockup shudder. GM says that Dexron-III is backwards-compatible with all GM automatics built since 1949. Other carmakers arent so convinced. DaimlerChrysler continues to specify ATF-Plus and some proprietary Mercedes fluids for its vehicles. Many Asian carmakers continue to call for Dexron-II and specifically say not to use Dexron-III because of some reported shifting problems. Time and aftermarket economics will sort it out. From simple Type A and Type F fluids of 40 years ago, ATF varieties have grown to no fewer than 15 specifications from 10 different car-building corporations. Dont try to memorize all of the details. Rely on your Chek-Chart specification guides from MOTOR to help you select the right fluid for your customers vehicles.

Some disagreement currently surrounds the fourth generation of Dexron fluids. Dexron-III was introduced in 1995 to supersede previous Dexron varieties. GM considers Dexron-III a fillfor-life ATF for some late-model transmissions, and it has a couple of notable features. It greatly improves seal life and resists oxidation better than previous fluids. It also is formulated for the control programs of GMs transmission modules. It is, in fact, one of GMs at-

Engine Coolant
Long-life coolant was introduced in 1995 and has become the standard factory fill for many new cars. It became known as orange coolant because of its distinctive color. Long-life coolant is really a generic description of coolant that can be used beyond the 2 to 212 years or 24,000 to 30,000 miles accepted for traditional green coolant. Most long-life coolants still have ethylene glycol as the primary ingredient to provide the antifreeze and antiboil properties for year-round protection and the heat-transfer properties for proper engine performance. All coolants have corrosion inhibitors to protect the various metals used in the block, head, heater core, radiator and transmission cooler. In familiar green coolant, inorganic salts (such as sodium silicate) do this job. These salts deplete during use, however, and must be replenished to maintain cooling system protection. These salts also are susceptible to dropout when mixed with hard water containing calcium and magnesium. Long-life coolants have organic acid salts (carboxylates) that are more stable and dont deplete as fast as inorganic salts. Another advantage claimed for longlife coolants is extended water pump

DOT 3 and DOT 4 are the most common brake fluid grades, but several carmakers specify their own fluids with higher boiling points. When you top up the brake fluid level, use the fluid grade specified by the vehicle manufacturer.

November 2003

55

More and more vehicle manufacturers are specifying special long-life coolants. Topping off with conventional coolant reduces its efficiency.

life. Inorganic salts in traditional coolants tend to deposit on the face seal of water pumps and separate the mating faces, creating a leak path. Silicate has long been considered a culprit in water pump failures. The stable nature of the corrosion inhibitors in long-life coolant seems to yield better water pump life. Carmakers, equipment companies and chemists all consider mixing orange and green coolants to be contamination of the long-life coolant, but major engine meltdown will not result. The first thing that happens if orange and green coolants are mixed is that an ugly brown liquid appears. This may alarm some car owners, but its not cause for panic. The efficiency of long-life coolant is reduced if its contaminated with green coolant, but the loss of effectiveness is a straight, arithmetical relationship. Thus 15% contamination results in a 15% loss of efficiency. Theres no easy way to measure the percentage of dilution or contamination in the field, however. Therefore, the appearance of dirty brown coolant may be good reason for a flush & refill. GM introduced DEX-COOL as factory-fill coolant in 1995, and has since been joined by DaimlerChrysler, Honda, Toyota and Volkswagen among ma-

jor carmakers that specify unique coolants for their products. Ford also has a yellow coolant for some 2002 and many 2003 models, in addition to its old green and orange coolants. Of course, its a burden to stock this variety in an independent shop, but its probably a good idea to order specific coolant from a dealer when needed. You might even turn it to your advantage by selling a cooling system drain & refill to go with a water pump or radiator replacement. Can long-life coolants be used in older vehicles that originally used green coolant? Some chemists have said yes, but contamination problems also have been reported. Some engineers and technicians believe that orange coolant may react with solder and other metals used in older radiators and restrict coolant flow. Because its almost impossible to know the chemical properties of older cooling system metals, its probably better to be conservative and stick with the type of coolant originally specified by the OEM.

For brake fluid, we have DOT 3, DOT 4 and DOT 5 grades. The chief difference among them is the boiling point. Almost all carmakers specify either DOT 3 or DOT 4. DOT 5 fluid is silicone-based and should not be used in antilock braking systems (ABS). DOT 3 and DOT 4 fluids are compatible with one another, but its best not to mix them. Its easy and inexpensive to keep a supply of both DOT 3 and DOT 4 fluid on hand and follow specific carmakers recommendations. For example, Ford high-performance DOT 3 fluid has a higher boiling point than regular DOT 3 fluid. Also, some German carmakers call for a super DOT 4 fluid with higher wet and dry boiling points. Gear oils have evolved to multiviscosity types, such as 75W-90, from the simple 90 or 120 viscosity oils of decades ago. Some carmakers recommend synthetic gear oils for specific applications, and most limited-slip differentials require a few ounces of special additives. GL-3, GL-4 and GL-5 remain the common basic specifications. ATF used to be a common fluid for power steering systems, but most manufacturers today call for their own special fluids; its best not to mix them. Ford, however, continues to specify Type F ATF for power steering systems through 1995. Ford began to phase in Mercon in 1996 for power steering and specified it across the board for 1999 and later models. Fluid selection for late-model vehicles isnt as simple as grabbing a can off the shelf. The basic rule remains, however, that the vehicle manufacturers specifications are the last word. Thats the principle that guides vehicle maintenance today more than ever before. The author wishes to thank Rob Colver, Roger Fennema, Rick DuPuy, Arnold Czarnecki and Capt. Bob Mason for their help with this and other articles for MOTOR.
Visit www.motor.com to download a free copy of this article.

Other Fluids
Other automotive fluids havent experienced the diverse specifications of motor oil, ATF and coolant, but its worthwhile to summarize some of the key points.

56

November 2003