What kind of oil is better for pouring into CVT type variators. What kind of oil to fill in the variator? What kind of oil should be poured into the variator

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The fact is that variators, first of all, provide improved dynamic performance, are more economical, and this box is also considered the most comfortable.

Note, like any other unit, the variator also has its pros and cons, while many drivers prefer this type automatic transmissions... The serviceability and service life of the variator directly depends on the quality of service and compliance with the rules during operation.

In this article, we will look at how to change the CVT oil, when it needs to be done, how the oil in the variator box is changed, and also what to look for when choosing lubricating fluids, etc.

Read in this article

Changing the oil in the variator: when to change and why

To begin with, do it yourself changing the oil in the variator. However, it must be remembered that the oil change regulations and tolerances in relation to the transmission fluid itself for variators differ from hydromechanical automatic machines.

So, it is important to take into account that, in terms of its structure, the variator box differs from the automatic transmission and. This transmission is extremely sensitive to stress and oil quality. In fact, this means that such units are not designed for aggressive driving and difficult conditions exploitation.

Considering that even ordinary city trips in start-stop mode, slippage, sudden accelerations and stops can already be considered difficult conditions, then it becomes clear that the box needs to be given special attention.

As for the oil, transmission fluid tends to lose its properties with mileage, become contaminated with wear products, additives are triggered, etc. In other words, even if the manufacturer claims that the box is maintenance-free, this does not mean that it really is.

As practice shows, experienced specialists recommend changing the oil and variator, automatic transmission or robots with double clutch every 40-50 thousand km. mileage. The main reason is that all of these units have, which is complex and expensive device... In this case, dirty oil can damage this element.

It is also worth noting that deterioration of properties and contamination have a destructive effect on other parts and assemblies of the variator (belt, pulleys, cones, etc.). Taking into account the fact that it is difficult and very expensive to repair a variator, an oil change is a necessary and responsible procedure.

How to change oil in a CVT

So, having figured out the need for regular maintenance, let's look below how to change the oil in the CVT box. It is not difficult to guess that in this case you can go in two ways:

change the oil in the variator at the service station;
change the oil in the variator box yourself;

As for the methods of replacement, in certain cases they perform: a partial (incomplete) oil change in the box, a complete replacement (hardware), a complete replacement by the spill method.

Partial fluid replacement in the variator involves updating (refreshing) the oil. To put it simply, part of the lubricant is drained, after which you need to fill in exactly the same amount as was drained before, then correct the oil level in the variator.

To perform this procedure, you must first warm up the checkpoint, having driven 10-15 km by car. Then you need to raise the car on a lift or drive on inspection pit... Next, a container for draining is substituted, unscrewed drain plug and the liquid is drained. The plug can now be tightened.

Then exactly the same liquid (manufacturer, properties, tolerances) is poured into the box as the one that was poured earlier. This approach will avoid the risks of mixing gear oils and possible consequences.

At the same time, it is important to understand that in this way it is possible to update the fluid in the variator by only a third or slightly more of the total volume of fluid. In fact, the fresh fluid is mixed with the old one, which is not drained from the unit through the plug.

To achieve a complete replacement, this procedure must be repeated at least 3-4 times (with an interval of 500-700 km). It is also recommended to double-replace all automatic transmission filters (after the first approach and after the last), rinse the pan.

A complete oil change in the variator is carried out using a special installation. All substitution assumes a preemptive method when new fluid actually squeezes the old one out of the checkpoint (replacement).

The device is connected to the radiator pipes of the variator cooling system, then fresh fluid is supplied under pressure, which displaces the working off. The device has viewing windows so that you can control the pumping process, determining the degree of purification by the color of the liquid. The advantage is the most complete renewal of the oil in the variator.

Also, hardware replacement allows performing the variator before pumping oil into the box. Both ordinary oil and special flushing compounds can be used. Then produced complete replacement oil in the variator on the device.

Do-it-yourself oil change in the variator

To change the oil in a CVT without using special equipment, you will need to prepare:

What is the bottom line

As you can see, a car with a CVT is more comfortable compared to an automatic transmission and a fairly reliable solution in comparison with robots of the type. However, it is important to understand that the CVT is not designed for harsh conditions.

In practice, this means that a similar unit. At the same time, changing the oil and filters in the CVT variator is an important procedure that specialists in the repair of automatic transmissions strongly recommend to perform every 40-50 thousand km. mileage.

Properties

Any mixture for CVT provides the basic qualities:

Anti-seize. The pulley and differential are protected from scuffing;
Viscous. The oil thickens at elevated temperatures and becomes quite liquid at sub-zero temperatures.

The lubricating compound in the variator box requires timely replacement, it ages too quickly. Oxidation occurs base oil, the viscosity coefficient changes. In addition, original additives have their own resource. They can also oxidize and begin to break down. Their longevity is also affected by working temperature and the resulting pressure.

All of the above factors affect the properties of the additives. With the onset of cold weather, the mixture begins to thicken. The result is increased wear on parts. When heated too much, the oil becomes too liquid, which prevents the formation of an oil film. Seizures appear on the surface of the parts, it begins to foam.

Types of oils for the variator

Idemitsu CVTF

For the manufacture of transmission CVT oils F, the latest technology from Idemitsu was used. It can be used in any modern models cars equipped with a variator.

It is based on a high-quality base car oil and a package of unique additives. Thanks to this composition, gear changes are silent and smooth, regardless of the driving style, even the most aggressive one.

Reliably protects the pulley, lamellar belt, as well as parts included in the valve body from wear.

Designed for Jatco type CVTs installed in cars:

Nissan;
Mitsubishi;
Peugiot;
Citroen;
Dodge;
Renault;
Suzuki;
Infiniti.

Virtually no oxidation, so the viscosity index remains stable. The viscosity parameters are not affected by the increased contact temperature, as well as high loads.

CVT TYPE-2

Special oil designed for the operation of the latest Honda HCF-2 CVT 0.946l. In European countries, the grease became known as CVT TYPE-2.

Since 2015, the fluid has been used in CR-V CVTs. This oil is suitable for all new Honda cars equipped with a 2.4 engine. The type of fluid suitable for the box can be identified by the label on the dipstick.

The manufacturer prohibits the use of other brands instead of such grease, for example, HMMF, Honda CVT. They were used on outdated CVTs, and their properties do not meet the requirements of modern boxes.

CVT fluid Green1

Gear lubricant designed for Japanese CVTs Suzuki CVT fluid Green1. Not applicable for motorcycle equipment. Possesses properties inherent in lubricants made in Japan, namely Nissan NS-2, Mitsubishi J1.

Pentosin CVT 1

100% synthetic. Compatible with fluids intended for car CVTs:

Mercedes;
Audy;
Subaru;
Toyota.

It is also applicable in other variator boxes. The exception is toroidal models, which are equipped with some Nissan cars:

Cedric;
Gloria;
Skyline.

The lubricant can also be used in chain variators, increasing their frictional properties. Today from Japanese market CVT oil has ceased to be supplied to Russia for Toyota cars... Pentosin CVT 1 is considered an excellent replacement.

CVT - continuously variable transmission, which can smoothly change the gear ratio. The transmission of torque is carried out by the so-called metal belts. This is a highly loaded unit, which is very capricious in operation (to increase strength, manufacturers use a connection of steel strips that hold metal clamps together).

Oil for CVT

When the variator is operating, the pressure on the contact patches can reach several tons. That is why it is so important correct selection working fluid for the variator. In the usual automatic box gears one of the tasks of the oil is to minimize the coefficient of friction on the mating parts. On the other hand, the variator fluid must provide maximum friction at the point of contact. This is necessary to transmit torque without slipping. Otherwise, wear increases with disastrous consequences.

Similar performance characteristics provide additive packages, each of which is selected by the manufacturer through routine, many hours of testing. The basis for any CVT fluid is a high quality synthetic oil obtained by catalytic hydrocracking or hydroisomerization. Such oils include oils from groups III, III +. They have high performance characteristics in terms of wear resistance, lubricity, additional solubility. These oils can compete with Group IV oils in terms of pour point and oxidation stability.

CVT Additive Compatibility, Maintenance

CVT service intervals vary from 30 to 60 thousand km. But it all depends on the car model, type of fluid, nature of operation. Color gamut colorants are imparted to liquids. This is done for the convenience of the operating organizations. One or another type of liquid can be identified by color. They cannot be mixed: this will lead to an imbalance in the additive package, unacceptable performance.

In order to prevent this from happening, even a special process for replacing fluids was developed, called the replacement method, since during a normal replacement, up to 10% of the oil that was in operation remains in the variator. At the same time, the consumption increases significantly, but you will not go for it for the sake of increasing the durability. Correct, timely maintenance of the variator:

Extends the life of the pulley and belt.
Protects valve body parts.
Provides stable performance at operating temperatures and loads.

The scheme of functioning and the resource of the variator directly depend on its design. There are V-belt, toroidal, hydrostatic CVT. The latter use variable displacement pumps that pump fluid to hydrostatic motors. Toroidal ones consist of two shafts, between which rollers are located. And the V-belt design is considered classic, since it includes variable-diameter pulleys that are connected by a belt.

Resource: How to Extend CVT Life?

Consider, even when using oil with a balanced additive package, there are many problems in the operation of any of the variators. Optimum performance is only achieved at rated temperature, therefore warming up is required prior to operation. Overheating of the fluid and aggressive driving are unacceptable. And in Russia there are traffic jams and cold winters, and even the oil itself is prone to contamination, which is fraught with problems for the valve mechanism - solenoids and an aluminum plate.

Even more dangers await drivers who operate cars on rough terrain: when overcoming irregularities, it is possible to increase the factory gaps and stretch the tape, breakdown of the speed sensor, which is accompanied by its transition to emergency mode... The car owner faces additional problems of preserving the resource, which in Russian conditions rarely exceeds 200 thousand km.

Application results and feedback

Reviews can be found at

The article below is my IMHO and the data provided by the largest manufacturers of CVT fluids. I am not responsible for the accuracy of the information they provide.
Everyone has the right to draw their own conclusions and decide which liquid to pour into their variator.

Conduct this analysis I was prompted by controversy regarding Subaru CVT fluids.
This article is focused on Subaru CVTs, however, it can also be applied to CVTs from other automakers.

Clarifications.
690T - 690th CVT, which is aggregated with FA20DIT
690A - 690 CVT, which goes on outbacks, with FB engines
580А - 580th CVT, which is used on cars with FB engines.

1. Marketing Subaru.
Since 2009, Subaru began to massively introduce CVTs into its cars.
And there is a lot of information that the liquid is unique, no other is suitable, and so on blah blah blah.

2. Background.
A year ago, I began to figure out what kind of slurry is actually used, but I did not finish it, since in the case of the turbo Forester, the cost of 1 liter of the original is ~ 750r and there was neither time nor desire to bother with this issue.

Recently, I ran into a box problem, which was quickly resolved and my discussion with Mikhail (who was changing a failed solenoid) on the subject of variator slurry prompted me to bring the issue to an end. Below I will tell you what and how I did it.

3. Superficial googling.
Studying the experience of using third-party oils, I did not find any relationship between the use of native or third-party oil, with the number of CVT breakdowns.
Moreover, I noticed interesting fact: for example, in the USA, many make the first oil change after 80-100 thousand miles! Below is the chemical analysis of the slurry after 82.9 tkm - its properties practically did not change, only there is a lot of dirt in it.
In the same Canada, Subaru dealers sell the original slurry for $ 60 per liter! As a result, people are actively using third-party fluids.

4. Gathering information.
From the very beginning I did not believe that a special formula had been developed for Subaru. It's a very small car manufacturer, so that one of the manufacturers lubricants released a unique slurry for her.
However, in order to have some kind of starting point, I decided to find a chemical analysis of the native slurry.
On the open spaces of the Russian Internet, I did not find anything, and therefore I went to search the forums of other countries.
After a while, I found a chemical analysis of Subaru SOA748V0200, which is used in the USA as high torque for 690T CVTs (our analogue K0421Y0700).

The difference in color is fresh and old liquid SOA748V0200

Laboratory analysis of SOA748V0200 fresh liquid

Laboratory old liquid SOA748V0200

If you put everything in a table, it will look like this

As we can see, the physical properties of the liquid, such as viscosity, have not changed much.
The flash point of the old fluid has increased slightly.
Boron has become a little less (one of the main functions of boron is the role of an ashless dispersant), therefore, its decrease is logical. The amount of Phosphorus and Calcium remained at the same level, and the increased elements, such as aluminum, iron, are explained by the wear of the mechanical part of the variator.
However, the most interesting thing is in the flash point, which is 204 ° C, which suggests that we are faced with ... simple hydrocracking, without PAO and esters, with the most minimal additive package ...

The next step is to search for information about the characteristics of fluids from different manufacturers.
As a result, I brought all the information into a single table.

In this table:
1. The last 4 are dubious oils, Totachi and Mitasu levels.
For example, Amalie Universal Synthetic CVT Fluid.
Has a flash point of 190 ° C, but at the same time a pour point of -51 ° C, but this does not happen.
2. The eminent brands' slurries have a flash point higher than the original Subaru slurry, which indicates that they use PAO additives and such a slurry is higher than our own.

The closest performance to Subaru High Torque SOA748V0200 was Havoline® Fully Synthetic CVT Fluid.

By the way, notice an interesting feature: Subaru does not supply JXTG Nippon Oil & Energy slurry to the USA, which we have as K0421Y0700, but found another manufacturer in the USA who did not even bother to paint it red!
I don’t know what it’s connected with: perhaps the American FAS tapped on Subaru’s voice and forced her to order slurry from a local oil refining company, and perhaps it’s cheaper.

However, the Havoline website states that their Havoline® Fully Synthetic CVT Fluid is compatible with all Subaru CVTs:
Subaru Lineartronic CVTF (PN K0425Y0710)
Lineartronic CVTF II (SOA748V0200)
CV-30
High Torque CVTF
e-CVTF

Havoline is a pretty serious company in itself and understands perfectly well that if a US resident puts their product into his box and it breaks down, they will be dragged around the courts.

5. What about fluids for 580A and 690A?
Yes, everything is about the same. Here is a fluid test with a run of 60 thousand miles (96.540 km)

And if you look at the testing with even higher mileage?
For example, 123.250 miles (198.309 km!)

Let's summarize all the data in a summary table

Based on this table, we can conclude that the differences are:
- Calcium has one and a half times more.
- at the Borah, it is 2.5 times less.
Everything. All other characteristics are identical.

From the changes in the characteristics:
- the flash point rises.

Flash point.
As we noticed in the comparison of the turbine fluid, it increased during the aging of the oil.
And if we carry out a correlation of the flash point of the moisture, then we can estimate that most likely, in the database we had the same 204 ° C, that is, hydrocracking without PAO.

6. Results.
If we talk about the physical properties of the fluid, then Subaru fluids have a kinematic viscosity at 40 ° C higher than others.
This is probably a requirement that there is no slippage of the chain between the cones. Although ... after all, the viscosity at 100 ° C is the same as that of other liquids, or lower.
But most likely, this is just a lack of the cheapest oil.
By the way, mind you, the viscosity is identical to 0W-20 oils!

All this suggests that Subaru CVT fluid is the simplest, cheapest and the use of any fluid of any brand manufacturer in most cases is of higher quality, but not lower.

If you really don't want to risk it at all, the owners of 580A / 690A CVTs can safely fill themselves with Subaru High Torque K0421Y0700, which is almost identical to K0425Y0711 (except for a slight difference in the additive package) and costs ~ 2 times cheaper.
Unless I strongly recommend not to mix it with your old slurry, but by a complete replacement method.
In general, I am opposed to partial replacement and I think partial replacement the same perversion than partial replacement in gearboxes or the engine.
However, I do not advise you to fill in K0415YA090, because there is a confirmed case where the use of this fluid led to the chain slipping in the cones. Unfortunately, I do not have a laboratory analysis of this liquid and I cannot tell about the possible reasons.

7. To whom this topic is interesting and who would like to contribute to it, I will be grateful if you give it to laboratory analysis of the liquid:
K0421Y0700 (ready to provide fresh oil)
K0425Y0711
to find out their properties.
Probably, my division of oils by kinematic viscosity is wrong: if these oils are at the level of Eneos and Idemitsu, this will mean that they can be safely poured as a cheap analogue, including in the 690T variator (but this is not yet certain). To reduce the risk of problems, I recommend pouring only liquids into the 690T as analogues:
1. Havoline® Fully Synthetic CVT Fluid (closest to original, claimed High Torque compatibility)
2. Pentosin CVT 1
3. Redline Non-Slip CVT

Even in the recent past, Subaru with a CVT was not in great demand in Russia, true fans of this brand preferred a mechanical transmission. But gradually the CVT variator gained popularity, and almost all models recent years have a complete set based on the variator. It must be admitted that the continuously variable transmission is very reliable and capable of providing a comfortable driving experience. At the same time, the car requires stricter observance of the operating rules.

What should be avoided so that there are no problems with the variator

Aggressive driving style, shock loads, ragged driving with abrupt start and braking, this reduces the resource of the variator pulleys.
Driving at high speed over long distances. This can lead to overheating of the variator.
Start without preliminary heating of system elements in frosty weather. The load on the transmission at the beginning of the movement is destructive.
Towing a Subaru with a CVT with the engine off. There is a risk of damage to the pulley on the braked drive shaft.

All owners of a car with a CVT care about how often to change the oil

The fact is that there is no exact procedure for changing the oil in the Subaru variator. In the manuals of some models, in particular the Subaru Outback, it is reported that the oil does not need to be changed during the entire service life. In other materials, you can read that it makes sense to make a replacement, starting from 120 thousand km of run, however, under the condition of sparing operation.

There are recommendations that suggest changing the oil in a CVT with a mileage of 40 - 45 thousand km and even then with a note: when using a car in difficult conditions, such as low temperatures, towing a trailer, moving on sand or mountainous terrain.
But let's be realistic. With an increase in mileage, lubricating fluids lose their properties, as a result, friction between parts increases, which leads to their premature wear... Cars that are operated for too long without an oil change are observed loud noise in the variator, damage to the valve body is possible.

It was not for nothing that a few years ago the Subaru manufacturer itself began distributing a document among dealers, in which it strongly recommended to change the oil in all Subaru with CVTs, the mileage of which reached 90 thousand km. Thus, the legend about CVT fluid, which does not need to be changed at all, was carefully dispelled by the manufacturer himself.

Aging, or degradation, of CVT oil occurs the faster, the more aggressive the operating conditions of the car and the higher the temperature inside the variator. To control the level of degradation, a special counter is provided, which records these indicators in arbitrary units and serves to inform the master about the mode in which the variator was operated.

Under normal conditions, the temperature is kept at 80-90 degrees, in this case, the degradation of oil in 1 minute is equal to 1 conventional unit, at a temperature of 130 degrees, degradation increases to about 8 units. The device data signals when it is time to change the variator fluid. The visible degradation of the oil is manifested by a color change.

CVT is a relatively new design, and there are not so few empirically obtained statistics, but the fact that oil starvation is almost the main enemy of the variator is already clear.

Therefore, if your car starts to stall during hard braking, you need to first of all think about changing the oil. And you shouldn't hesitate, because repairing a Subaru CVT will cost you much more.
Council of professionals, through whose hands a lot has passed different cars: the frequency of changing the oil in a variator-type gearbox in the conditions of our climatic zone should not exceed 60 thousand kilometers, and ideally, the oil should be changed more often.

What oil to pour into the variator

Changing the oil in the variator is even more critical than in classic Subaru automatic transmissions, because friction occurs according to the "metal-to-metal" scheme. Due to its design, the variator is sensitive to the quality of the fluid, so the fluid used is, one might say, unique: it simultaneously serves to dissipate heat, lubricate and increase friction between the belt and the pulley to prevent slippage.
As you know, Subaru with the first modification of the RTR690 CVT began to produce in 2009, and in 2013 there were cars with the second generation TR 580 CVT. Initially, it was recommended Subaru oil CVT Oil Lineatronic (art. K0425Y0710, color green).
After the K0425Y0710 was discontinued, SUBARU CVT Oil Lineartronic ll oil was poured into the variators, which is compatible with the variators of both generations (art. K0425Y0711, blue-green).

Along with Lineartronic, Subaru offers fully synthetic transmission oil Subaru CVT C-30 Oil (art. SOA868V9245, amber color) and Idemitsu CVTF, which is not inferior in quality to Lineartronic II, and besides, it is 2.5 - 3 times cheaper.
For turbocharged versions with TR 690, the SUBARU High Torque CVT Fluid (art. K0421Y0700, red) is considered optimal, which allows it to withstand more torque. The same fluid is applicable for CVTs installed on a naturally aspirated Subaru.

You can also find Subaru i-cvt (K0415YA090) or Subaru i CVT-FG Fluid (K0414Y0710), but keep in mind that it is only suitable for small cars.