Professional Documents
Culture Documents
8 Transmission Fluids
December 1, 1999
Passenger cars, buses, large trucks, farm tractors, and construction equipment have
different requirements for transmission fluids. This results in a plethora of OEM
specifications: GM DEXRON , Ford MERCON , Chrysler ATF+3 , Allison Type C-4,
Caterpillar TO-4, and so forth. As performance requirements change with changes in
transmission design, the use of new friction materials, and the trend towards “fill-for-life”
or “long-life” fluids, additional transmission fluid specifications are being issued. These
include Chrysler ATF+4 and MERCON V. Since many of these fluids have unique
requirements and are not interchangeable, this presents the potential for problems if the
incorrect fluid is used in a specific transmission.
In this article, we will discuss the different types of OEM fluids used in automatic and
powershift transmissions, how they differ from each other, and which 76 product(s)
should be used in each case. Although individual products have been discussed in
previous Team News articles, this article includes more detailed information and
incorporates the latest OEM specifications. Our goal is to help educate the consumer
about the different products and hopefully eliminate misapplication of transmission
fluids.
Transmission fluids for passenger cars may be divided into two groups: those that
contain friction modifiers, and those that do not. Friction modifiers are special additives
that make the fluid more “slippery” under certain operating conditions. Until the
mid-1970’s, Ford produced transmissions with relatively small frictional surfaces. The
bands and clutches had to be applied quickly with high pressure to prevent overheating
and wear caused by excessive slippage. This required a non-friction-modified fluid with
a higher static coefficient of friction than dynamic coefficient of friction. That is, the
frictional forces between the clutches and bands are greater when there is no relative
motion between the components (lockup) than when they are sliding against one another
before lockup (see Figure 1). This produces a characteristic “hard” shift.
GM transmissions, on the other hand, require a more “slippery” fluid to permit smooth
shifting without shudder. As the clutch or band locks up, friction modifiers react to
actually decrease the coefficient of static friction. That is, the coefficient of static friction
is less than the coefficient of dynamic friction (see Figure 2). This allows the use of
lower clutch and band application pressures, resulting in a very smooth shift feel, but
requires larger bands and more plates in the clutch packs to prevent excessive slippage
and heat buildup.
Team News: 4.8 3 Transmission Fluids
December 1, 1999
Use of the wrong fluid in either transmission could result in poor shift quality and
shortened component life. Use of a GM DEXRON fluid in any 1961-1976 and some
1977-1981 Ford transmissions would lead to excessive slippage and rapid wear of band
and clutch friction material. Conversely, use of a Ford Type F fluid in a GM vehicle
would induce stiff shifting and customer complaints. Today, there are only minor
differences in the frictional requirements for Ford and GM transmissions, so that one
fluid can be used for both. But other manufacturers, such as Chrysler and Toyota, have
different frictional requirements for their transmission fluids. Thus, the customer must be
aware not only of each manufacturer’s fluid requirements, but also of the model year of
the vehicle. Differences in frictional characteristics are the primary reason why one
transmission fluid cannot be used in all transmissions.
The fluid requirements for automatic and semi-automatic transmissions used in larger
commercial vehicles are defined by manufacturers such as Allison (Type C-4) and
Caterpillar (TO-2, TO-4). The frictional requirements for Type C-4 and TO-2 fluids are
very broad. Both specifications can be met with friction-modified passenger car ATFs
and tractor hydraulic fluids, or with non-friction-modified heavy-duty engine oils and
Caterpillar TO-4 fluids. On the other hand, the newer Caterpillar TO-4 specification calls
for a fluid with substantially different frictional characteristics (more like a Type F fluid),
improved wear protection, and enhanced seal and friction material compatibility. The
demanding Caterpillar TO-4 specification defines a fluid that is essentially a unique,
specialty lubricant.
Team News: 4.8 4 Transmission Fluids
December 1, 1999
Less active AW and EP for lighter loads More active AW and EP for heavier loads
Viscosity modifier for low temperature No viscosity modifier for maximum film
performance thickness (shear stability)
Mostly paper friction materials; no wet Paper, elastomeric, bronze, and graphite clutch
brakes materials; wet brakes
In the following sections, we will discuss the different passenger car and commercial
transmission fluid specifications and list the recommended 76 product(s) for each.
Team News: 4.8 5 Transmission Fluids
December 1, 1999
For 1960 and earlier model-year automatic transmissions, Ford recommends the use of a
Type A or Type A, Suffix A fluid. These fluids are first generation friction-modified
ATFs developed by General Motors. 76 Multi-Purpose ATF or 76 Super ATF may be
used in these vehicles.
For Ford automatics in 1961-1976 model-year vehicles, and in many 1977-1981 models,
Ford ESP-M2C33F (Type F) fluid is required. Many early 1980’s Mazda, Toyota, and
Volvo automatics also specify a Type F fluid. This fluid is not friction-modified.
76 ATF-Type F is specially designed for use in these transmissions. If 76 ATF-Type F
is not available, 76 HT/4 Fluid 10W may be used as an alternative. Do not use a
friction-modified fluid such as 76 Super ATF, 76 Multi-Purpose ATF, or 76 ATF+3
Fluid in these transmissions; this could result in poor shift quality and accelerated wear
from excessive slippage, as discussed above. (Note: The Ford ESP-M2C33G
specification is a non-friction-modified fluid for certain Ford transmissions made in
Europe. 76 ATF-Type F may be used in those transmissions.)
Starting with 1988 model-year vehicles, Ford began using the MERCON specification
(Ford ESP-M2C185-A) for all its worldwide requirements. This fluid was developed to
reduce the number of ATFs needed to service Ford automatic transmissions, and is also
used in certain Jeep/Eagle and Mazda automatics. It has frictional characteristics very
similar to GM DEXRON fluids. The MERCON specification was revised in 1992,
with significant improvements in oxidation stability, friction retention, wear protection,
and low temperature properties. MERCON fluids are back serviceable to all Ford
vehicles produced since 1981, and some earlier models, and replace DEXRON -II,
Type CJ, and Type H fluids in Ford’s recommendations. MERCON fluids specifically
do not replace Type F or Type G (European) fluids, because those fluids are not
friction-modified.
Team News: 4.8 6 Transmission Fluids
December 1, 1999
76 Super ATF is recommended for use in all Ford transmissions specifying MERCON
fluid (but not MERCON V fluid, as discussed below). For pre-1992 vehicles specifying
MERCON fluid, 76 Multi-Purpose ATF may also be used. (Note: 76 Multi-Purpose
ATF does not meet the low temperature viscosity requirements of the revised MERCON
specification, and hence is not recommended for newer vehicles.)
For certain 1997 and later vehicles, Ford specifies MERCON V fluid. MERCON V
was developed primarily as a factory fill fluid for transmissions with continuous slip
torque converters. It is intended as a “fill-for-life” fluid under normal driving conditions,
with a 30,000-mile drain interval under severe conditions. ( Note: Severe conditions are
defined as towing a trailer or camper; extensive idling or low speed driving; operating in
dusty conditions; and off-road operation.) The MERCON V specification calls for
significant improvements in anti-shudder durability, shear stability, low temperature
fluidity, and antiwear performance. MERCON V is back serviceable for most Ford
automatics except those specifying Type F fluid.
For 1966 and earlier model-year vehicles, GM recommended the use of either Type A or
Type A, Suffix A fluid in its automatic transmissions. Starting with 1967 model-year
vehicles, GM began specifying DEXRON fluid (GM 6032-M). Type A and DEXRON
fluids are friction-modified. DEXRON has undergone several upgrades through the
years, with improvements in low temperature fluidity, high temperature oxidation
stability, retention of frictional properties in service, and seal compatibility. These
improvements, plus improvements in transmission design, have resulted in increased
drain intervals. Current DEXRON -III fluids are fill-for-life under normal service, with a
50,000-mile drain interval for severe service (for most vehicle models). DEXRON -III
quality is used as a model fluid by many other manufacturers, including certain European
and Japanese OEMs.
DEXRON -III fluids (GM 6297-M) are back serviceable to 1949 for all General Motors
automatic transmissions used in passenger cars and light trucks. DEXRON -II fluids
(GM 6137-M) cannot be used in 1992 and newer vehicles because they do not meet the
low temperature viscosity requirements of the DEXRON -III specification. Thus,
76 Super ATF may be used in all GM transmissions specifying DEXRON (or Type A)
fluid, while 76 Multi-Purpose ATF is recommended only for use in pre-1992 vehicles.
Team News: 4.8 8 Transmission Fluids
December 1, 1999
As with MERCON fluids, DEXRON fluids must be licensed to display the DEXRON
trademark. Only DEXRON -III fluids may be licensed; all previous DEXRON and
DEXRON -II licenses are obsolete. Approved fluids are issued a unique identification
number (G-xxxxx).
Chrysler Motors
For all 1987 and earlier model-year vehicles, Chrysler recommends the use of a
DEXRON -IID quality fluid in its automatic transmissions. For 1988 and later vehicles,
Chrysler specifies a special MOPAR ATF-Plus (Type 7176) fluid. Hyundai and
Mitsubishi also recommend the use of ATF-Plus fluids in their automatic transmissions.
This fluid was developed to eliminate shudder upon lockup or partial lockup in automatic
transmissions with lockup torque converters. It has different frictional characteristics
than DEXRON /MERCON fluids, allowing a bit more slippage.
Team News: 4.8 9 Transmission Fluids
December 1, 1999
MOPAR ATF-Plus has undergone several upgrades through the years, with current
ATF+3 quality fluids having a recommended 30,000-mile drain interval under normal
service. 76 ATF+3 Fluid is specially formulated for use in transmissions that specify
MOPAR ATF+3 , ATF+2 , or ATF-Plus , and is the only 76 product recommended for
those transmissions. If 76 ATF+3 Fluid is not available, 76 Super ATF may be used for
topping off only, but not for complete fill since this may affect shift quality.
Chrysler requires written approval to use the ATF+3 trademark, but it does not have a
formal licensing program at this time.
For 1999 model-year front-wheel drive vehicles, the factory fill fluid is MOPAR ATF+4
(Type 9602), which is intended to be a “fill-for-life” fluid. Currently, MOPAR is the
only marketer of ATF+4 . No formal service fill program has been announced to date,
and hence there are no commercial products available as of yet. Interestingly, the
specification for ATF+4 not only has specific performance criteria requirements, but
also specifies the additive chemistry and the particular basestocks that may be used!
Import Vehicles
Most import car manufacturers accept DEXRON -II, DEXRON -III, or Type 7176 fluids
for service fill in their automatic transmissions. Mercedes-Benz accepts only MB
approved fluids, while Sterling and Toyota (Lexus) recommend only their own branded
Team News: 4.8 10 Transmission Fluids
December 1, 1999
ATF. Some general fluid recommendations for import cars are listed in Table 5. These
recommendations do not necessarily include all vehicle models, so always refer to the
owner’s manual for the proper fluid recommendation. ( Note: Listing of 76 products here
does not signify formal OEM approval. For approvals outside the United States, some
European and Japanese OEMs require comprehensive in-house testing in addition to the
latest DEXRON approval.)
*Note: Meets OEM requirements, but MB is not granting new approvals at this time.
Although domestic and some European automakers recommend ATF (DEXRON -III or
MERCON ) for use in some of their manual transmissions, the more common
recommendation is either an SAE 75W-90 API GL-4 or API GL-5 gear lubricant or a
genuine OEM gear lubricant. These fluids will not be discussed in this article.
The Allison Division of General Motors offers both fully automatic and semi-automatic
transmissions for trucks, buses, and off-highway equipment. The earliest fluid
specification, Type C-1, called for a high quality SAE 10W heavy-duty engine oil. In
1967, the Type C-2 specification was issued and included a transmission oxidation test
and a power steering pump wear test. This specification was succeeded by Type C-3,
which included a test for retention of frictional properties and covered both SAE 10W
and SAE 30 viscosity grades. Engine oils, DEXRON /DEXRON -II fluids, and
specialty fluids met the requirements of these specifications.
The current specification for GM Allison automatic and powershift transmissions is Type
C-4. This specification has more severe oxidation stability requirements than Type C-3
fluids. Type C-3 fluids are no longer recommended for use in Allison transmissions.
There are many types of fluids that meet the Allison C-4 specification: heavy-duty diesel
engine oils such as 76 Triton QLT, 76 Guardol QLT, 76 T5X Heavy Duty, and
76 Firebird HD; tractor hydraulic fluids such as 76 Hydraulic/Tractor Fluid and
76 Firebird Tractor Hydraulic Fluid; Caterpillar TO-4 fluids such as 76 HT/4 Fluid; and
passenger car ATFs such as 76 Super ATF and 76 Multi-Purpose ATF. Allison issues a
C-4 approval number for qualified products and publishes a list of approved fluids.
The fluid recommendations and drain intervals for GM Allison transmissions were
discussed in Team News 4.7. In review, the preferred fluid for on-highway transmissions
is a Dexron -III fluid, i.e., 76 Super ATF. The preferred fluid for off-highway
transmissions is a C-4 qualified heavy-duty diesel engine oil, i.e., 76 Guardol QLT
10W, 15W-40, or 30, depending on ambient temperatures.
Team News: 4.8 12 Transmission Fluids
December 1, 1999
From the early 1970’s until 1991, Caterpillar recommended API CD engine oils that meet
the requirements of Caterpillar’s TO-2 friction test and a fluoroelastomer seal test for use
in their transmissions and final drives. The TO-2 friction test measures the friction
retention of oils used in oil-cooled clutches containing bronze friction materials. This
same standardized test was also one of the requirements for MIL-L-2104D qualification
of engine oils. DEXRON -II quality ATFs and multipurpose tractor hydraulic fluids also
meet the requirements of TO-2.
TO-4 fluids must be used in all new Caterpillar equipment under warranty, and are
preferred for older equipment no longer under warranty. They are also recommended for
Komatsu-Dresser powershift transmissions (SAE 10W and 5W-20). Although CD/TO-2
fluids may be used in older equipment, component life may be shortened. Caterpillar
does not have a formal approval program for commercial TO-4 fluids. Each supplier is
responsible for the performance of its own products.
The Caterpillar TO-4M specification defines the minimum performance requirements for
the use of multigrade oils in Caterpillar transmissions, hydraulic systems, and wet brakes.
Passenger car ATFs, tractor hydraulic fluids, and typical multigrade engine oils do not
meet Caterpillar’s shear stability requirement and thus are not recommended for use in
Caterpillar powershift transmissions. 76 HT/4 Fluid 5W-20 does not contain a viscosity
modifier and thus may be used in Caterpillar powershift transmissions. It is especially
formulated for use in low ambient temperatures.
Multipurpose tractor hydraulic fluids have the greatest proliferation of proprietary OEM
specifications, principally due to differences in design philosophies and construction
materials. When these systems were first being developed, there were no commercially
available products that provided the type of performance desired by the equipment
manufacturers. Thus, the manufacturers tried to develop fluids that were specific to their
own needs. 76 Hydraulic/Tractor Fluid and 76 Firebird Tractor Hydraulic Fluid
meet the OEM requirements of all major brands of tractors as well as the requirements for
Allison C-4 and Caterpillar TO-2, as listed on the Product Application Sheets. However,
since they contain viscosity modifiers and have different frictional characteristics (they
are more slippery), they do not meet Caterpillar TO-4 requirements and must not be used
in applications specifying a TO-4 fluid.
Passenger car ATFs are not formulated to meet all the special requirements of
multipurpose tractor hydraulic fluids, and must not be used for farm equipment.
For additional information on 76 Hydraulic/Tractor Fluid, please review Team News 4.2.
SUMMARY
Allan W. Perry
Technical Specialist
Engine Oils, ATFs