Full information about ATF. ATF oil in automatic transmission. Full and partial replacement of fluid in automatic gearboxes Selection of automatic transmission oil

Clichable

We begin our overview of those who are interested in readers of this blog and they order them in. Today we have the topic from blogcariba. Which is unlikely to be interesting to many, but maybe our discussion in this post will help him. But what bothers him "i'm interested in such a question: the effect of universal ATF oil on the operation of the box of the box or why is it kicking?))))))"

To start a little story ...

The first Specification on ATF (Automatic Transmission Fluid - liquid for automatic transmissions) type "DEXRON" was released by GM at the dawn, in 1967 (Dexron B). The following specifications were updated regularly:
1973 - DEXRON II (DIIC), which de facto became the World ATF standard.
1981 - Dexron IID is the one that we now and understand under the brand of "Dexron-2".
1991 - Dexron IIE - improved specification, ATF on a synthetic basis (as opposed to mineral DIID), has better viscous temperature properties.
1993 - Dexron III (DIIIF) with new requirements for frictional and viscous properties, remains standard to the present.
1999 - Dexron IV (on a synthetic basis)

From GM tried not to lag and Ford with his specification "Mercon", but, despite the more frequent update (and maybe because of this), this distribution did not receive the ATF MERCON (at least until recently) is officially fully unified with Dexron "Ohm (for example - DIII / MERCONV).

The remaining member of the "big triple", Chrysler, went its own way with ATF MOPAR (until the mid-90s - 7176 or ATF +, recently - 9xxx). It is from him that it is possible to count the beginning of the struggle of special ATF for existence. Although sometimes Chrysler simplifies users' life with a simple recommendation: "Dexron II or MOPAR 7176" (this is the word about interchangeability).

The same way, Mitsubishi conglomerate (MMS) - Hyundai - Proton, associated with Chrysler, went. In the Asian market, they use the MMS specification ATF SP (from Diamond), A Hyundai - and its branded (Genuine) ATF, the essence of the same Sp. On models for the American market, the SP is replaced by MOPAR 7176. If we talk about varieties - then ATF Diamond SP - mineral water, SPII - semi-synthetic, SPIII - apparently, synthetics. Euroanalogues particularly successfully produces BP (Autran SP), so you can see more details in their branded catalogs. By the way, it was repeatedly categorically written that "only a special ATF SP" can be poured into the MMS machines. This is not quite so. In many old MMC, the automatic boxes are prescribed to the DEXRON fill. "A. Approximately this can be determined as follows: the automatic transmission of all (or almost all) families that have been produced in approximately the period of 1992-1995 mg. Released DII, output from 1992-1995 already ATF SP, then since 1995-1997 - SP II, the current automatic transmission - SPIII. So the type of fluid flexible should always be specified according to the instructions. And otherwise, with respect to ATF SP, the same principles have the same principles as the following for ATF Type T ( Toyota).

And finally, actually Toyota. Her liquid - Type T (TT) originates in the 1980s and is used in all-wheel drive box A241H and A540H. The second type of track, Type T-II, designed for electronic control and FLU boxes, appeared in the early 90s. In 95-98th. It was replaced by TT-III, and then - TT-IV.
It should not be confused "Just Type T" (08886-00405) with TT-II..iv - speaking by the language of lovers of original liquids, "This is ATF with various properties."
The euro analyst of the first TYPE T officially recognized the synthetic Castrol Transmax Z (which, by the way, is extremely close to DIII), Mobil ATF 3309 is now considered as an analogue of Type T-IV. In general, due to periodic changes in the recommendations (even for the same generation of the model ) The nominal type ATF should be specified in the native instruction manuals - it depends not only on the type of box, but also from the year of release of a particular car.

Why is it necessary to manufacturer?

On the one hand, how simpler it would be mentioned autohygigants not to do the invention of the bicycle, but to use the most mass ATF (by the way, Europeans on this path are mainly and go), but on the other - why not feed affiliated oil manufacturers? Once dexron can now produce anyone who is neither too lazy, and the "rollback" for certification should receive GM, then the Japanese who know how to consider no worse than others, wanted their share of profit. Nobody interferes with the benefit of introducing new specifications, and pay for it anyway will have to owners. Yes, and competent positioning allows you to convince people that the TT and other special ATF are significantly better than dexron "s. And pay attention - on dexron" E is often written - "Do not use instead of Mopar, SP, etc.", and on many special ATF - Something like "permissible to use in the automatic transmission, for which Dexron is recommended. So, the special mechanisters at the same time no mechanical problems with "ordinary" machines are not frightened - the main sale increase. Is it possible on the contrary?

Why do you need a box?

And in fact, why did this whole morok be stood? After all, according to the viscous and temperature properties for any of the special ATF, an analogue of dexron is easily selected. So it turns out that the only difference in special ATF is the presence of some "elevated friction properties" (that is, they increase friction).
What for? As in the specified automatic boxes There is a mode of operation of the hydrotransformer "with partial lock" (FLU - FLEX LOCK UP). If it is simplified, it is implemented as follows. An ordinary machine operates in two modes - or as a torque converter (GDT), passing the moment through the liquid, or in the hard lock mode, when the engine crankshaft, the GDT housing and the box input shaft are rigidly connected by the friction clutch and the moment is transmitted to the machine clean mechanical, without loss ( as in traditional clutch). In a partial lock box, there is an intermediate mode when the transformer lock valve is triggered with high frequency, briefly tightening and removing the clutch to the GDT body to pass the force through it at the time of the touch. That's almost everything. If at the same time, for any reason, there is not enough friction force to transfer torque through the coupling, the box will still work in the normal hydraulic mode. Of the most unpleasant consequences that can be expected - a slightly increased fuel consumption and a slightly smaller engine braking efficiency (and then, it is not necessary). Can there be damage to the mechanisms? Why - a box one way or another will work out this mode, regardless of the efficiency of rotation transmission, and secondly, there is also feedback (the frequency sensor of the input shaft of the PPC), which will correct the FLU control signal. Yes, and partial lock is realized at low loads on the engine (for example, on forced idling) and in a rather narrow high-speed range.

We will especially note the "all-wheel drive automata", including far from new ones - why do they need TT? It is simply used onto a hydromechanical coupling of the automatic locking of the inter-axis differential, according to the principle of operation close to the FLU (only multi-disc).

If for new box In ideal Japanese conditions, the characteristics of ATF will have some kind of impact on the work, then in those machines that we work with our other factors will determine. Think by yourself that it turns out to be stronger - a somewhat modified composition of the fluid (not so much modified as "possessing fixed properties", and then only according to the manufacturer. As far as, by the way, maybe more of this most friction coefficient? After all, you should not forget that in that The ATF itself bathes not only the blocking clutch, but also the rest of the friction boxes, and the planetary rows that came from the basic versions of the same family of machine guns without FLU) or real:
- wear with the time of blocking coupling or changing the properties of its friction
- Pressure working fluid (fluctuations of which 10-15% of the average value - the norm and for the new box)
- Engine adjustments
- Common wear of the Elements of the automatic transmission (and in the hydraulic part, and in mechanical)
- ACP adjustment (again scattered nominal values)
- driving manner
- Status and aging Spilled ATF
- climatic conditions (especially frost) ...

And I will not forget - the FLU boxes are not an exceptional know-how of the Japanese, but little is known for the fact that Dexron III, and, moreover, DEXRON IV was developed taking into account requirements for automatons with partial blocking.

Due to the fact that the hydromechanical transmission (GMP) includes several times-nocharacter nodes (hydrotransformer, gear gearbox, complex system automatic control), the oil that works in it is presented more stringent requirements than to the oil for mechanical core gears.

The main functions of oils in the GMP are: power transmission from the movement to the chassis; Lubrication of nodes and parts of the switching gearbox; circulation in the control system of the GMP; energy transfer to turn on the friction clutch of the GMP; Cooling parts of nodes and mechanisms of the unit.

The average oil temperature in the GMP crankcase is 80-95 ° C, and in the summer period under the city cycle of motion - up to 150 ° C. Thus, the GMP is the cooled heat-planted of all car transmission units. Such a high oil temperature in GMP, in contrast to mechanical box The programs are created mainly due to the internal friction (the flow rate in the hydrotransformer reaches 80-100 m / s). In addition, in the event that a high power is removed from the engine than it is necessary to overcome the upgrade resistance to overcome the resistance, excessive power is consumed on the internal three-use oil, which further increases its temperature. High speeds of oil movement in the hydrotransformer lead to its intensive aeration, enhanced foaming, accelerate oil oxidation.

Features of the design of the GMP predition are rigid to oil, sometimes anti-resutive requirements (for example, increased density and low viscosity, male viscosity and high anti-wear properties, high anti-wear properties and sufficiently high frriczi properties). The main physico-chemical and operational properties of Ma-villages of domestic production for hydromechanical gears are shown in Table. 2.20.

To ensure the operation of the hydraulic transformer with the highest efficiency and reliable operation of lubricated parts, the oil must have an optimal viscosity. Increasing the viscosity of the oil due to lowering its temperature with90 ° C to 30 ° C leads to a decrease in the efficiency of the hydraulic transformer on average by 5-7%. On the other hand, to ensure that there is a solid oil film on the surface of friction and reduce leaks through sealing devices, the oil should be relatively viscous. IS-use in GMP oils with viscosity at a temperature of 100 ° C. equal to 1.4 mm 2 / s instead of 5.1 mm 2 / s 6-8% improve dynamic characteristics The car, and also contributes to fuel economy. The largest efficiency of hydraulic transmissions is provided 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. A wide variety of friction pairs materials (steel - steel, steel - metal-metal, etc.), used in GMP makes it difficult to selection of oils and additives to them. The presence of alone additives in oils reduces the wear of ferrous metals, but there is a large wear of color me-talls, and sometimes on the contrary.

In addition, for normal ra-bots of friction discs, the oil must provide an increased friction ratio: from 0.1 to 0.18. When the friction coefficient is less than 0.1, the clutch discs are combined with a slip, and with the friction ratio, more than 0.18 - jerks. In both cases, this leads to a premature youth of the friction disc. The antioxidant oil supply of oil provides on-de-de-de-durable operation of the GMP. Oxidation of oil, besides its total pollution and increase the content of acidic products, leads to a violation of the normal operation of the friction discs.

High working temperature Oils in GMP, direct contact with the pain of the air in the presence of catalytically active non-ferrous metal, causes a rapid oxidation in the volume, thin layer and fog-shaped co-standing.

In addition, the construction of the oil features of the GMP, as well as the operating conditions of the vehicle on the oxidizing oil. So, for example, the movement of the car in urban mode with frequent stops and reduced speeds causes faster oxidation of oil than riding in city highways.

To reduce the intensity of oxidation of oil and reduce the deposits of La and the sludge on the details of the hydraulic arms, antioxidant and detergent additives are added to the oils. In addition, automatic transmissions are sometimes equipped with cooling systems.
The corrosion aggressiveness of the oil to various materials should be minimal, since the parts of the GMP are made of various metals and their alloys. Most corroded parts made based on non-ferrous metals.

The chemical composition of the oil should not have a harmful effect on the re-zerin sealing devices, i.e. Cause excessive swelling or shrinkage of rubber parts leading to oil leakage. The swelling of parts from rubber should be no more than 1-6%.
To prevent corrosion parts of the GMP in the oil, anti-corrosive primers are added.
Oil density is of great importance for the effective operation of the GMP. The higher the density, the greater power can be transmitted hydro-gear.
The density of oil used in GMP, at a operating temperature of 80-95 ° C, fluctuates in the range (81.8-80.9) 10 -6 H / mm 3, and at room temperature - (86.3-86.7 ) 10 -6 N / mm 3.

Cooling oil properties are evaluated by the indicators of the specific heat capacity, which for GMP in the operating temperature range should be 2.08-2.12 kJ / kg ° C.

The durability of oil to foaming is provided by adding anti-anti-theft-dock to it.

The quality of transmission oils and the increase in their service life is achieved by introducing additives in their co-becoming. In tab. 2.21 shows the consumer properties of some additives and additives into transmission oils for GMP in order to improve their operational properties.

According to GOST 17479.2-85, transmission Mas-LA, depending on the operational properties, are divided into 5 groups that determine the areas of their application (Table 2.22) and on grade 4 viscosity (Table 2.23).
Marking of transmission oils, for example, TM-2-9, is as follows: TM - transmission oil; 2 - a group of oil for ex-plutum properties; 9 - viscosity class.
The viscosity classes of transmission oils in accordance with SAE are shown in Table. 2.24.
In accordance with aPI classification Transmission oils are subdivided by the level of their anti-wear and anti-promotional properties. GL -1 classes oils are used at low pressures and slip speeds in gear engagement. They do not contain additives. Gl -2 classes oil contain anti-virus additives, and oils of class GL -3 - anti-mailing additives and ensure the work of spiral-conical gears, including hypoid.
Table 2.21. Consumer properties of additives and additives to oils for automatic transmission

The GL -4 class oil is used for hypoid gears of medium loading and transmissions operating under extreme velocity conditions and shock loads, as well as on the modes of high rotational speeds and small cruising moments or low rotational speeds and large torque versions.
GL -5 class oils are used for high-loaded hypoid gears of passenger cars, as well as commercial, equipped with transmissions working in shock load modes at high rotational frequencies, and, in addition, in the modes of small torque at high frequencies of a turning point or large torque at low speeds. The oriented 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 specific requirements for oils for automatic hydraulic gears, these oils are sometimes called ATF liquids (Automatic Transmission Fluids).
The largest manufacturers of hydromechanical gearboxes are developing specifications for automatic transmission fluids. The most common requirements are General Motors and Ford.

GENERAL MOTORS CLASSIFICATION CORNING OILS Under the DEXRON brand (Dexron II, Dexron Me, Dexron III).
Ford oils are marked Mercon (V 2 C 1380 CJ, M2C 166N).

Table 2.22. Groups of transmission oils for the content of additives, operational properties and areas of their application

I do not know what kind of car blogcariba. , but what people write:
As far as I understood (researing the forums), "kicking" Nissan boxes almost norm. Mole business class, yes not that.

Some succeeds to achieve the smoothness of switching by adjusting the brake tape tension, is available outside without parsing a car. But it is rather an exception, but I have been too early to climb into the debris.

At first I was surprised (if not more than) this circumstance. It was noted that the replacements of liquids attitude, to put it mildly, not ice. Not rarely referred to a partial replacement of ATF in automatic transmission after 40-80 thousand in three years on official services. At the semi-synthetic ride 10-12 thousand, and then they are looking for contract engines. The manufacturer's recommendations are practically not taken into account, and they are practically the same as for Taurus.

In short, I did not like this thing.

Three weeks ago, Nippon ATF Synthetic flooded, especially since the correspondence of Nissan Matic Fluid C, D, J (LEVEL) is stated. After a week, with the help of a syringereplaced another 4 liters. Positive shifts appeared immediately, and since yesterday the box stopped kicking. I thought an accident, in the morning changed the dynamics of the ride - not kicking. Let's see what will happen next. I will not say that switching is completely invisible, but there are no pinks for sure. If you do not know - imperceptible completely.

Replacement ATF in ZF automatic transmission

Replacement ATF in ZF automatic transmission

Why and how often do you need to change ATF? How to fulfill this procedure? AutoExpert got acquainted with the opinion on these issues of ZF SERVICES specialists at seminars held in Germany and Ukraine.

Despite all its well-known brands (Sachs, Boge, Lemfoerder) ZF in the circles of specialists are associated primarily with automatic transmissions. In addition to high-tech and high-quality products, the company gives its partners all the necessary tools and knowledge for the diagnosis, maintenance and repair of automatic transmission. Another step on this path was the removal of training seminars outside of Germany. The first such seminar in Ukraine took place in September 2015 and was devoted to the replacement of ATF in the automatic transmission of ZF production.

ATF is often referred to as "oil", but it is incorrect. After all, Automatic Transmission Fluid even literally is a liquid for automatic transmissions. It not only lubricates mechanisms, but also participates in the operation of the box. For a long time it was believed that the ATF in the automatic transmission is calculated for the entire service life of the part and the replacement is not subject to. But from recently, in the automotive industry, they began to abandon this doctrine. ZF Services recommends changing ATF in the automatic transmission of their production every 80-140 thousand mileage kilometers, but at least 1 time in 8 years. Today, BMW, Mercedes and other European automakers join these recommendations.

How the automatic transmission works

ACPP is a very complex unit. It has a set of planetary gears that serve to transmit torque from the engine to the wheels. And to set the direction of rotation of the shaft at the output from the box or change the gear ratio, you must block or connect certain gears. The role of "switches" is performed by special brakes and clutches (friction), resulting in an electronically controlled hydraulic system.

To switch the transmission, the modern "machine" you need from 400 to 200 ms, and in boxes installed on sports carsThis indicator is reduced to 80 ms. Electronics opens the desired valveThrough which ATF is received under high pressure, closing the desired adhesion or brake.

A group of participants in the seminar on the replacement of fluid in the automatic transmission. Schweinfurt, Germany.

Why do you need to change ATF?

Initially, the 5-6-speed automatic transmission contains about 10 liters of ATF. But over time, the technological fluid is produced, and when 100-120 thousand km of mileage is achieved, the loss is usually 1-1.5 liters. This is 10-15% of ATF volume in automatic transmission.

With such losses, the load on the hydraulic transmission switching system increases greatly, and its efficiency is reduced. On the rises and in turning, the liquid in the pallet is shifted and the pump can capture the air pump with an insufficiently level. This will create a pressure problem in the transmission switching system.

The high concentration of the contaminating ATF products of the production of parts can harm the automatic transmission automatic transmission.

The maximum allowable use of ATF is a period during which the fluid is guaranteed to retain its qualities and provides high-quality operation of the gearbox. Changes in ATF occur not only with the growth of the car's mileage, but over time. If the car stood for many years without movement, and then it began to actively ride, the first months the driver would not feel any problems in the work of the box. However, the drive curve of automatic transmission when driving with a Great ATF will be significantly a cooler of the wear curve of the box, in which the transmission fluid has changed regularly and timely. ZF recommends changing ATF at least once every 8 years. This is the maximum period of absolutely safe use Liquids with minor loads on the box and mileage on it, far from extremely permissible standards for one fill - 80-140 thousand km, depending on the box model.

The new liquid always has the best lubricating properties. Thanks to them, the operation of automatic transmission mechanisms is improved. The valves of the transmission switching system begin to work faster and smoothly. The fuel consumption is reduced and the overall comfort from car control increases. And this is only an obvious part of the advantages. replacement ATF.. The monitoring of the status of automatic transmission is not obvious (based on the analysis of the fluid in the fluid) and the extension of the service life of the node.

An example of a sticker warning about the absence of the need to replace ATF.

Preparation for the replacement of ATF

Before replacing the ATF in an automatic box, you need to make sure that the engine is good operation at idle. This is done with the right diagnostic equipment And it is necessary to configure the level of transmission fluid.

If a idling In order and there is no need to adjust it, you must make a trial. This allows you to verify the operation of the automatic transmission and the switching of gear, as well as bring the ATF temperature to working values.

After completing the trial trip, the car put on the lift, pre-switched the box to "P" mode.

When you first look at the oil pallet, the automatic transmission on the car lift is likely to see a yellow sticker notifying that the flooded technological fluid is designed for the entire service life of the car and it is not necessary to change it. With such stickers until 2014, all cars were supplied, and some automakers continue to do this today. The snag is that this so-called "all time" operation of the car on the plan of manufacturers is limited to 140-180 thousand kilometers of run. But most cars pass much long distances, living 2-3 and more "lives". This increases the demand for servicing various nodes and aggregates and to avoid the loss of the image forces manufacturers, primarily aggregates, issue relevant instructions on the right and timely maintenance of their products.

The sign with the engraved serial number of spare parts is on the gearbox housing. On the automatic transmission case there is a sign indicating the type, model, serial and catalog box numbers. At ZF seminars, the demonstration was carried out at the ZF 6HP21 automatic transmission with a mileage of 80 thousand km. This information allows you to determine the ZF kit number to replace ATF, the brand of process fluid and the procedure for its replacement. In total, the 5- and 6-speed automatic zf transmissions exist three options for this procedure, the differences in which are consistent with the gear sequence when filling the box with a new liquid. Select ATF. ZF Services strongly recommends when replacing ATF to use ZF branded technological fluids or supplied by the car manufacturer. You can suspect a company in search of your own gain, because the ZF independently does not produce. But everything is not so definitely. For automatic transmission, which ZF plans to launch in production in 2018, ATF is tested by the company's specialists from 2011. That is, at the time of the outlet of the gearbox to the market, the Testing time ATF will reach 7 years. It is also important that the transmission fluid manufacturers are not allowed to reproduce the formula ATF production of ZF in other products manufactured under their own brand. In other words, the ZF automatic gearboxes are calculated on certain ATFs, which are only available in the package with the ZF logo or differ in the branded packaging of the automaker. Sets for replacement ATF Complete set of sets to replace the transmission fluid into the ZF automatic transmission and depends on the box of the box. They can be divided into two categories: for boxes with metallic and for boxes with a plastic pallet. Boxes for the metal pallet box contain a set of pads for a pallet, corks for drain and filling holes in the pallet, replaceable oil filter, Magnets set to remove metal particles from ATF. A replaceable tray assembly (with filter, magnets, corks and gaskets) and a set of bolts for fastening is included in the plastic pallet. Also, all sets contain 7 liters of ATF per pack of 1 liter and printing instructions for replacing the transmission fluid in ZF boxes. 7 liters is the volume required for partial replacement of ATF. For a complete replacement, it is necessary to purchase another 3-4 liters.

ZF sets to replace ATF for metal boxes (left) and with plastic (right) pallet.

The cost of ZF set to replace the transmission fluid is approximately equal to the total value of all its elements. But it is much more convenient to get everything you need in one box.

Dimming ATF.

Before unscrewed drain plug In the oil pallet, automatic transmission, it is necessary to prepare suitable capacity and take measures against possible pollution of the surrounding space by splashes of transmission fluid. The amount of ATF, which opens from the drain hole of the box, can be different and depends on the degree of fluid generation. It should be counted for 5-6 liters. Drain hole is not in the most lower point The pallet, the lower part takes the filter and there remains some amount of oil. To remove it, you must remove the pallet.

Before continuing the ATF replacement procedure, you must make sure that everything is in order with the box. To do this, check the quality of the liquid fusion. It should not smell the burner, there should be no small paper particles in the friction rings of the transmission. In this case, the color of the fusion fluid can differ significantly from the color of the new - this is normal for ATF, changing its properties due to multiple heating.

The presence on the magnet in the pallet of a strong plaque or large metal particles indicates a malfunction of the box. The oil replacement in this case should be stopped, and the faulty parts will be sent to the repair. In the serviceable automatic transmission, the magnets must be clean. It is allowed to have a light matte flying.

On the inside of the pallet you need to explore the magnets. It is permissible for the presence of a matte laid, but the presence of large metal particles indicate serious problems inside the box. If there are the above problems, the oil replacement should be discontinued because the gearbox requires repair.

Partial or complete replacement?

In the theory when the ATF wizard merged from the automatic transmission, removed the pallet and was convinced of the absence of signs of faults in the box, you can start replacing the filter (in the case of a metal pallet), the installation of the pallet and the Pulley of ATF. At this point, 5-6 liters of liquid are fused from the gearbox out of 10. But you can "drive out" from the box for another 2-3 liters. To do this, it is necessary to remove the mechatronics - the electronic control device of the automatic transmission.

Extract the protective sleeve of mechatronics is difficult, so the wizard resorts to mounting. This operation is absolutely safe if the tool is in skillful hands.

It is believed that the removal and installation inverse the mechatronics can lead to failures in the operation of the automatic transmission. In fact, everything is wrong. In Europe, ZF annually spends about 40 trainings for replacing ATF in automatic transmission. Each time the coach arrives at the seminar venue on the demonstration car, removes and installs this node when replacing ATF and then leaves back. It does not arise any problems. The main thing is to do everything right.

To remove the mechatronics, you need to disconnect the connector of the contact group of the wires from it, then pull out the latch, locking the protective sleeve and remove the sleeve itself. Make it is not easy - the available space is too little so that it can be convenient to capture, so the ZF coach at the seminar resorts to the mounting assistance. In most cases, the sleeve breaks upon removal, and it should be considered the consumable part.

There are two more arguments in favor of replacing the retrieved protective sleeve. First, when the old sleeve is reused, there is a risk of not enough tight fit of the glands on its surface to the mechanical housing. This can lead to ATF leakage and water in the box. Secondly, red peeling can be on the sleeve. This means that this sleeve is an old sample. Now ZF releases sleeves with black glands - more durable and reliable. In any case, the cost of the new sleeve is insignificant, and there is no reason to save on its replacement. but this detail Not included in the ZF kit to replace ATF and purchase it separately. When disconnecting the wires from the mechatronics and removal of the protective sleeve, it is necessary to remember that the discharge of static electricity from the hands of the master can output the electronics of the node. Appropriate measures should be taken: use grounding bracelets and shoes, carry out work in special protective gloves and avoid touching the contact group of mechatronics with fingers.

After disconnecting the wires and removal of the protective sleeve, you can proceed to removal of the node. The number of bolts holding mechatronics may be different. ZF releases 760 modifications of this device. You need to unscrew the bolts with large heads (M40), they fasten the mechatronics to the automatic transmission. Bolts with small (m27) heads fasten the elements of the node. You can not unscrew them, otherwise it will just fall apart. First, you need to unscrew the bolts on the plastic part of the device to avoid excessive load on the plastic, then start unscrewing the necessary bolts on the metal part. When removing the node from the box, ATF is pounted, so the container should be substituted in advance for its collection.

Removing the mechatronics opens access to holes through which ATF gets from the automatic transmission to the device and back. The compressed air is supplied to one of the holes, you can drive out of the torque converter the residues of the liquid. After that, you can start installing the mechatronics and a pallet into place.

When installing, the mechatronics first need to screw the bolts that fix it with its metal part to the box, then screw the bolts fixing the plastic part. There is no certain point for tightening these bolts, it is enough to feel that the bolt is spinning. Corps of the box and mechatronics are made either from aluminum, or from a magnesium alloy, so unfulfilled diligence with a tight bolt here is inappropriate. The order of the spin of the bolts in a circle in this case is also not, you should be guided by common sense.

After a long use, the sealing gum on the "glasses" is frozen. For this reason, the reuse of the part can disrupt the tightness of the connection of the ATF circulation of ATF between the mechatrony and automatic transmission. The item is subject to replacement.

When installing the device back to the car, it is necessary to replace the so-called "glasses" - a plastic part with a gland that provides a hermetic connection of the ATF circulation of the ATF between the mechatronic and automatic transmission. This item is just a couple of euros. If you compare the filmed "glasses" with new ones, you can see that the strips of the old spare parts are crumpled. So, there is a risk of not airtight compound.

What you need to know about pallets

In the case of a metal oil pallet, the automatic transmission is simple and understandable. It is necessary to replace the oil filter, magnets, a gasket that ensures the tightness of the connection with the box, and set the pallet, guided by the spinning circuit of the bolts and tightening them with the corresponding torque (for steel pallets is 12 nm, for aluminum - 4 nm + 450).

The plastic pan is quite expensive, but it is impossible to save on it. And it's not just a filter for ATF, which is part of the pallet. The fact is that it is impossible to provide complete tightness of the compound of the re-installed plastic pallet with a box.

Since all trainings for replacing ATF in Germany are carried out on the same car, in the ZF Services, the experiment with the reuse of plastic pallets to reduce costs. However, it turned out that the tightness of the connection of the pallet with the box is not fully preserved. ATF, of course, did not fall on the road, but the traces of the leakage were clearly visible on the pallet. It was not possible to re-ensure tightness even with the use of special adhesives and sealants, and the gasket is impossible to replace the new one, because it is fixed around the perimeter of the pallet in the factory conditions. Therefore, the company refused this venture.

Why does zf simply do not make all the pallets of the automatic transmission metallic? Everything is very simple. Automakers are trying to reduce the cost of production of cars as much as possible, and plastic pallets are cheaper in manufacturing. If the reliability of the two parts made from different materials are the same, then the car manufacturer will choose cheaper. ZF is an OEM supplier, so the opinion of the automaker is decisive in such a matter. Thus, automakers and ZF earn on the pallets. When installing a pallet on automatic transmission, you need to observe the scope of the bolts, which is the same for plastic, and for a metal pallet. It helps to avoid distortion. Tightening the fastening bolts of the plastic pallet are needed with an effort of 10 nm. Pulley ATF in automatic transmission Before you start pouring an ATF into a box, you need to do the following: Make sure that the pump contains a sufficient amount of fluid (at least 7 liters with partial and not less than 10 liters with a complete replacement of ATF), check if the plug into the drain hole and tightened Whether it is at the right moment. The magnitude of the torque can be obtained from the documentation attached ZF to each set to replace ATF. You should also connect the car to the diagnostic instrument that can read information about the box (KTS, Launch, Vasya Diagnostic and Similar).

Further actions in the ideal situation will require participation of 3 people. One will pour the ATF into the automatic transmission, the second at the right moment will turn on the car engine so that the oil pump starts to download the fluid from the pallet into the gearbox, and the third will provide communication between the first two. The role of the third participant in the process may seem insignificant, they say, did two experienced wizards do not be able to find a common language in such a simple procedure? But in fact, it is quite difficult to disassemble the words of colleagues, coming from under the car with the engine on, sitting in the cabin even with lowered glasses.

A real case from the practice of ZF coaches. During the Pouring ATF to the pallet, a lack of liquid in the pump was revealed. The experienced coach announced a problem of an equally experienced assistant who was located in the cabin of a demonstration car. Assistant heard instead of a request to bring another ATF command to turn off the engine. The result of his actions were several liters of arising, in the literal sense of the word, the consequences from the car box directly to the coach under it.

The first stage is to fill the drive of the automatic transmission. ATF pouring hole can be located in the side or at the bottom of the pallet, depending on its modification. The location of the filling opening affects only the choice of tip for the oil-cutting hose - the curved "goose" in the case of the lower arrangement and the usual flexible hose of the appropriate diameter for the opening side.

ATF is poured into the pallet until the liquid starts to flow from the refueling hole. Then the engine should be turned on (second person) and continue to intensively pump the liquid. With the engine is on, the automatic transmission pump pumps the liquid into the moment converter. The fill continues until the fluid again fails to flow from the plug hole in the pallet. Now you can screw the hole with a plug and only after that turn off the car engine.

ATF is poured as long as it starts to flow from the refueling hole.

Installing the correct level ATF in automatic transmission

Before checking the correctness of the ATF level, you need to "run" fluid on the gearbox, re-turning on the engine. For ZF automatic transmission there are three schemes for performing this operation, applied depending on the box modification.

The first diagram provides a sequential switching of the automatic transmission to R, D modes and switching gear from 1 to 3. On each transmission it is necessary to stay 3 seconds. IN winter Shift shift is carried out in manual mode.

The second diagram is similar to the first, but you need to switch to 4.

The third scheme involves the inclusion of R, D modes and all transmissions with a decade-second delay on each. Then you need to fix the engine speed at 2,000 to fill the torque converter. After performing all actions according to the desired scheme, you should switch the automatic transmission to P mode.

If the machine is installed on the lift, then all the necessary operations can be performed directly in the box. In the case when the ATF replacement is carried out on the observation pit, you will need to perform a test trip for the fluid run along the box - switch the transmissions above the second one and leave the machine will not work out.

Upon completion of the above manipulations with the gearbox, check the ATF temperature, looking at the diagnostic instrument screen. The correct definition of the amount of flooded fluid is possible at its temperature 30-350c. If the temperature is below, you need to give a gearbox to warm up. If above - give to cool. If the ATF temperature is within the prescribed values, you need to open a hole for filling fluid in the gearbox pallet. ATF must flow from the bay hole drip. If the liquid does not fail, the topping is needed.

By bringing the ATF operating temperature to 400C (a small error is allowed, but the temperature should not exceed 500c) and making sure that the fluid is poured as it should be, it is necessary to complete the plug of the fuel hole with the prescribed torque and then turn off the car engine. Work on the replacement of ATF in the automatic transmission is completed.

Where to look for the necessary information

The value of the tightening torque of the automobile pallet bolts, drain and casting plugs, the type of program for downloading ATF to the torque converter and the box, as well as the other useful information Can be found in sources such as Tecdoc, Incat, Webcat or in printed service ZF PARTS. Also in each zf set to replace ATF in the gearbox invested the manual for performing this procedure.

Is it necessary to drop adaptation data?

Automatic gearboxes ZF are adaptive, like most modern automatic transmission. They are able to "adapt" under the individual driving style, providing smooth and timely shifting. This training happens automatically. The driver of the new car is enough to drive 500-1000 kilometers so that the box electronics recognize its ride style and start switching transfers in ideal for it.

Modern diagnostic devices allow you to reset this data on factory settings. This procedure is needed if the automatic transmission was subjected to repair (for example, friction discs changed). Sometimes it is used with a radical change of driving style (with aggressive-sports on a calm or vice versa) when new owner The car feels discomfort from the box.

ZF Services service engineers are not recommended to reset adaptation data after normal ATF replacement in an automatic box. This will entail more problems than good. First of all, you will have to explain the owner of the car, why after serving his car the transfer began to switch hard and why he paid money for the replacement of ATF, it will have to endure the following several hundred kilometers of run.

From the editor

The information describes the information describes the ATF replacement process in the 5- and 6-speed automatic transmissions of ZF production, equipped with an oil pallet. AUTOEXPERT does not have information about whether the methods described are applicable when the technological fluid is replaced into the automatic transmission of other manufacturers.

There are much higher requirements for viscous, antifriction, anti-wear and anticracising properties to the oils for automatic transmissions, than to lubricating means used in other aggregates.

As automatic boxes include several completely dissimilar, from the point of view of high-speed and load characteristics, nodes - a hydraulic adjustor, a gear gearbox, a complex system of hydraulic automation and control, in connection with this, the list of oil functions in the automatic transmission is quite extensive:

• Lubrication of rubbing nodes
• Transfer torque
• Pressure transmission in the hydraulic part of the automation system
• Cooling friction assemblies and dispersion of excess heat that occurs when transmitting torque
• Anticorrosive protection of dissimilar structural materials of automatic transmission
• Fast air release
• Resistance to the formation of water emulsion
• Resistance to the formation of deposits

Dynamic loads in automatic transmission are usually lower than in conventional gearboxes due to the lack of rigid communication of the transmission and motor. But the temperature regime is much more hard - the average operating temperature of the oil in the automatic transmission crankcase is +80 ° C, 95 ° C, in the hot weather, especially in the city cycle of the movement, it can rise to +150 ° C. The design of the automatic box is such that if the engine is removed, the power is removed, which is needed to overcome the resistance to the movement (depending on the state and slope of the road leaf, the coating coating coefficient coefficient, etc.), then this excess is spent on overcoming internal viscosity friction. In oil, which leads to the formation of additional heat - as a result, the oil heats up even more.

The high speed of oil movement in the hydrotransformer and high temperature cause intense aeration, leading to foaming and saturation by condensing 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 generic heterogeneous metals)
• Reducing the efficiency of hydraulic automation, reduction of efficiency when transmitting torque in the torque converter

An important factor is to use in pairs of friction of automatic transmission of heterogeneous metals, including the use of coatings of precious from the point of view of their compatibility with anti-oil and anti-plating additives applied. It is also necessary to take into account the one to ensure high efficiency The hydrotransformator us use the Malcous CST oil with the main difference from ordinary highly viscous oils with kinematic viscosity.

Base oil is highly purified mineral oil, partly synthetic or fully synthetic oil, with a very high viscosity index 140, 200, and with natural high low-temperature fluidity.

Additives - antioxidative, anti-corrosion, anti-oxidative, anti-wear, thickening, possibly the introduction of a painting pigment, which in certain variants of the fluid, plays the role of the product performance indicator, from the point of view of operational properties (although, as a rule, the fluid color does not characterize the belonging to a specific class) .

Due to the fact that on transmission - hydraulic fluids for automatic transmissions, specific requirements are put on by manufacturers, now there are a number of major commonly consuming and private admission-specifications of requirements.

These are specifications put forward by the companies:

• GENERAL MOTORS CO.
• Caterpillar.
• Vickers Mobile Hydraulics.
• Mitsubishi.
• Toyota.
• Nissan.
• Honda.
• Hyundai.
• ZF TE ML.

The world's largest automatic transmission manufacturing company - General Motors Co. ("General Motors Corporation) has long been developing and put forward separate specifications for automatic boxes aTF transmissions Automatic Transmit Fluid). A feature is the requirement to reduce the coefficient of fluid friction as a reduction in the sliding rate in the hydraulic frame (difference in the frequencies of rotation of the pressure and turbine wheel in the hydrotransformer).

• ATF type "A", suffix "A" or DEXRON I. Early Classification of the GM company, developed in the post-war period, together with the American military armored research center Armour Research, ATF liquids, successfully fulfilled these requirements, assigned Qualification numbers AQ (Armour Qualification NO). Letter "A" comes from the name of this qualifying system
• DEXRON B (General Motors 6032 m) - current GM specifications currently, the tolerance data starts with the letter "b"
• DEXRON II (General Motors 6137 M) or, that the same - dexron II D (General Motors D-22818) - a more tightened range of liquids requirements, as a rule on a mineral basis, for automatic gear, in order to protect the environment, prohibiting the use of spermacet oil as a additive
• DEXRON IE (General Motors E-25367) Specification on liquid, in some cases, on a synthetic basis, for automatic gearboxes GM, released after January 1, 1993. Characterized higher anti-wear properties, continued service life
• Dexron. III newest Specification on liquid for ACP on synthetic (less often mineral) basis, higher thermal and oxidative stability, improved frictional characteristics

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

In the preparation of this Top-10, many parameters were taken into account, in particular, friction coefficients, productivity, viscosity, reliability, price and customer reviews.

In order to navigate among many oils for automatic transmission, it will be useful to get acquainted with the most popular samples. This is relevant and in the case when the car is under warranty, and when vehicle Already big mileage. Interestingly, in 2013, completely different oils participated in such a rating. You can see the leaders of 2013.

1 a place. . Owners "Hond" best pour the same transmission oil to the same name. The unconditional advantage of the original ATF-liquids of Honda is that the owner of any Honda is guaranteed optimal compatibility with its car. The oil has a minimal oxidation rate, allowing you to significantly increase the intervals between replacements. In addition, the components contained in it protect sealing rings and glands.

2 a place. considered one of the best synthetic oils For ACP, providing excellent thermal stability. ATF-oil Red Line 30504 D4 has a low level of viscosity, which favorably affects the performance of the box of the box at the time of gear shift.

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

4 a place. It is characterized by compatibility with other dexron - liquids used in automatic transmissions. Experts recommend using ACDELCO 10-9030 for machines with large runs. This oil Provides stable viscosity and is not subject to foaming.

5 a place. - Oil helps to improve the efficiency of transmission and (according to the manufacturer) promoting fuel economy. Using the Synthetic ATF from Mobil, you can be confident in the durability of the ACP, including in conditions of very low temperatures.

6 a place. Among the leaders of ATF-oils manufactured under the brand of famous automakers are also located. This oil on a synthetic basis with the addition of special additives increases the gear shift efficiency, regardless of ambient air temperature. The fluid provides optimal lubricant, extending the service life of bearings and synchronizers.

7 a place. It is an excellent choice for machine owners, in the boxes of which are flooded as Dexron 2 and Dexron 3, and also satisfies the MerCon requirements. Castrol oil well reduces friction between smooth surfaces.

8 a place. It is designed primarily for the use of models of the GM concern models. Oil resistant to oxidation and destruction processes at high operating temperatures, ensuring the stability of properties in extreme conditions of operation of the car.

Do I need to change the liquid in the automatic box?

If you believe the operating instructions, then in the case of the new car "AUTOMA" does not require any maintenance up to a run of 100 thousand kilometers. True, skeptics-male workers are frozen: they say, to 40-50 thousand it would be nice to pour fresh liquid ATF (Automatic Transmission Fluid) suitable for a particular machine. But along with specialized liquids, both the so-called "cartoons" are popular - ATF with the beautiful name Multi-Vehicle (Malty-Vikl, that is, for different cars), which can be pouring hardly in any ACP, without bothering himself searching for corporate oil.

It would seem why they are needed if you can buy a native liquid? The answer is simple: for renewers. They take them on those who are already on the second circle of the odometer ride on the "machine" and the concept does not have that and when it was poured into it. In addition, not every warehouse or the store holds a bottle in the covers, knowingly appropriate to your AT. Supply of fluid under the order can go long - and "cartoons" correspond to many tolerances. So the question is not here at all in the price ("Cartoons" is not cheaper), namely in the speed of solving the problem.

In general, for the test we took eight liquids with a Multi-Vehicle designation. Verification of "cartoon" seemed very interesting to us, because from a technical point of view, it was very difficult to create a similar product. It is clear that to evaluate their versatility in full the task is unbearable: the number of requirements, tolerances and specifications for ATF will overflow over a hundred (try both car manufacturers and manufacturers of gearboxes). Therefore, we combined all sorts of criteria for groups, closer and understandable to the consumer.

This is what parameters we will check them.

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

2. Effect of fluid on the efficiency of power flow from the engine to the transmission. Dynamics and fuel consumption depend on it.

3. Cold Start.

4. Protective fluid properties. According to the pair of depreciation pairs, we estimate the proximity of the repair or, God forbid, the replacement of the box.

As check

The main physico-chemical indicators are viscosity and viscosity index, flare and frozen temperature - we measured in a certified laboratory. Thrust and wear losses were estimated by friction machine - a device that simulates the working conditions of various friction pairs. Tests were performed in two stages. The first investigated a model similar to a gearing gearing. At the second stage, the working conditions in the bearings were simulated. At the same time, friction coefficients, oil heating, friction pairs are measured. The wear was determined by the exact weighing of the details before and after the test cycle, and for the bearing model - also by the method of the well. This is when to tests on the working surface of the sample, in the zone most susceptible to wear, a fixed-size well is cut, and at the end of the test, a change in its diameter is recorded. The more important it increases, the higher the wear.

Tests for each liquid at one and other stages continued long: one hundred thousand loading cycles for the bearing model and fifty thousand - for model of gearing gear.

Distribution of gingerbread

So, we look at what happened. Immediately struck the eye that the influence of the liquid brand on the friction coefficient was very ambiguous. For the model of the gear, all the differences were laid at the measurement error. A little better than others, the Dutch NGN Universal ATF looks. But for the bearing model, everything is different - the breakdown of the measured parameter is quite large. The best indicators are here - the Motul Multi ATF liquids and Castrol ATF MULTIVEHICLE.

How criticized the difference in this parameter? In scale of everything power aggregate (Engine and gearbox) The share of friction losses in the box is not so large (if you do not take into account the losses in the torque converter). But the heating of the oil from friction during operation on different liquids differs much more considerable: averaged cumulative difference for gearing and bearing models is approximately 17%. From the point of view of the temperature effect, this difference is very sensible - up to 10-15 degrees, which give a change in the efficiency of the hydrotransformer to noticeable percent units. The synthetics of Motul looks better here. Only a little inferior to her NGN Universal and Totachi Multi-Vehicle ATF liquid.

Heating fluid affects its viscosity: the greater the heating, the lower. And with a drop of viscosity decreases the efficiency of the hydrotransformer. Many in memory of the problems with "automata" are not very young "French", when due to the increase in fluid temperature (especially in the summer in traffic jams), they generally refused to work!

Go ahead. It is very important that the dependence of viscosity from temperature was the maximum canopy. One of the main criteria for this flight is the viscosity index: the higher it is better. Here are the leaders - liquids Mobil Multi-Vehicle ATF, Motul Multi ATF and Formula Shell Multi-Vehicle ATF. Not much lagging behind them "cartoon" brand NGN.

Let's see how much the viscosity of the fluid in the working area of \u200b\u200bthe box, taking into account its heating. The difference is tangible! For kinematic viscosity, it comes to 26%. And the efficiency of "automata" (especially old structures) is sufficiently small and is largely determined by the efficiency of the hydrotransformer - which is just suffering from a decrease in the viscosity of the working fluid.

The smallest viscosity drop was found at Motul Multi ATF oils, Formula Shell Multi-Vehicle and NGN Universal ATF. The largest - at Totachi Multi-Vehicle ATF. Of course, comparative results, direct transfer to the efficiency of the box can not be done. But for forced engines in which the load on the units of the automatic box is higher, it is preferable to have a liquid with a more stable characteristic.

Low-temperature properties were evaluated by the combination of several parameters. Obviously, all fluids, and ATF, including, thick in the cold. So, with a fairious minus, overboard, the excessive viscosity will interfere with turn the motor at the start, since the clutch pedal is not provided on machines with automatic machine. Therefore, we determined the kinematic viscosity of each sample at three fixed negative temperatures. In addition, the temperature was estimated at which the kinematic viscosity of the oil reaches a certain fixed value, conditionally adopted for the limit, in which it is still possible to "turn" the gearbox.

At the same time determined the freezing temperature: this parameter enters all descriptions of ATF and indirectly indicates that the basis of which the founder is made of synthetic or semi-synthetic.

In this nomination, synthetics with high viscosity index were again defeated: Motul Multi ATF, Mobil Multi-Vehicle ATF, NGN Universal ATF, Formula Shell Multi-Vehicle. They also recorded the lowest frosted temperatures. Finally, the protective functions of liquids, that is, their ability to prevent wear. We investigated the wear of two models - gear engagement and sliding bearing, because in the real box the conditions of these nodes differ significantly. Consequently, the properties of ATF, providing a decrease in wear, must be different and linked to the operation of the hydrotransformer. And here we discovered the scatter of the results. The leader in minimizing the wear of gearboxes - Mobil Multi-Vehicle ATF, and in contests on sliding bearings with a large margin won the Motul Multi ATF and Totachi Multi-Vehicle ATF.

TOTAL

If, with traditional experts of gasoline and motor oils, we, as a rule, identified only minor differences between one sample from the other, then the situation is different here. By key parameters, different ATFs are essential. And if we consider that the degree of influence of this difficult fluid and the power, and the fuel consumption, and the box life is very noticeable, then it should be thought about it. Good synthetics with high viscosity index is the best choicewhich will protect your nerves at the winter launch on a fair frost, and will not create problems after a long standing in a traffic jam under a sultry sun.

The degree of compliance Multi will leave their name on the conscience of their developers. At the very beginning, we noted that in practice every ATF in all "automata" listed on their labels is unrealistic. By the way, in descriptions (for a low exception), the tolerances either directly, or by default are denoted by the word Meets, that is, "corresponds." This means that the fluid properties guarantees its manufacturer, but there is no conformity of the manufacturer of the car or the box. In conclusion, let's notify that if the planned service life of the new car does not exceed 50-70 thousand kilometers (then it is planned to be replaced), then the article you read in vain - you do not have to change the "liquid clutch". And in other cases, the information we searched should be useful. Having folded the results scored in all tests, we found out that the best products were Motul and Mobil products, from which Formula Shell liquid fell behind.

Our comments for each drug - in signatures for photos.

What should be ATF liquid?

In the car transmission there is no more complex and controversial device than the automatic box. It combines two aggregates - a hydrotransformer that ensures the continuity of the energy flow from the engine to the wheels, and the planetary mechanism of change of transmission.

The hydrotransformer is, in fact, two coaxial wheels: pumping and turbine. There is no direct contact between them: the connection is carried out by the flow of fluid. The efficiency of this device will depend on the mass of the parameters - the design of the wheels, gaps between them, leaks ... and of course, from the properties of the liquid between the wheels. It serves as a kind of liquid clutch.

What should be its viscosity? Too much increases friction loss in the box - a fair amount of power will be eaten, the fuel consumption will increase. In addition, the car will become noticeably shoved in the cold. Small viscosity sharply reduce energy transmission efficiency in the hydrotransformer, increase the leakage, which also reduces the efficiency of the unit. In addition, the viscosity of the fluid in the frost is growing greatly, and with increasing temperature drops - the difference can be two orders of magnitude! And the liquid can foam and promote corrosion of box parts. It is desirable that the liquid retains its properties for a long time: then you can not look into the box for years.

That's not all. The same liquid is obliged to work in the hydrotransformer, and in planetary mechanism, and in the bearings of the box, although the tasks, and the working conditions in these mechanisms differ sharply. In the gearing gear, it is necessary to prevent the bulk and wear, effectively lubricating bearings and at the same time do not interfere with its excessive viscosity to work: after all, friction losses grow with increasing viscosity. But the effectiveness of the hydrotransformer also grows on more viscous fluids.

How many parameters! Therefore, a complex compromise of properties is required, which should combine ATF fluid.

ATF - liquid or oil?

The classification relates an ATF to transmission oils, but its purpose is much wider. After all, the lubricant of the elements of the transmission - gear wheels and bearings - here is not the only (although important) function. The main thing is that ATF acts as a working fluid of the hydrotransformer. It is she who transfers the power flow from the engine to the transmission, because the properties of this fluid are very important for the efficiency of the ACP.

In passports on ATF, the indicators of its viscosity are normalized (at operating temperatures and under negative), as well as the outflow temperature and frozen, the ability to form during operation of the foam. After all, it is viscosity that provides lubrication and, it became, the efficiency of gear wheels and bearings, the effectiveness of torque transmission from the motor to the transmission.

What are the problems?

ATF liquids are very capricious. Not always modern ATF can come up with the old automatic machine of the same brand. The same applies to interchangeability: say, "Machine" from the "Japanese" of 2006 on a specialized ATF, addressed to the modern "German", can become bad ... lubricate the gears and bearings such a atheeff will, but the torque converter can be offended and declare a strike. Therefore, each manufacturer of the ACP is looking for a solution to the problem. And the more difficult it is to make a universal, suitable for all "cartoon".