Brief History of ATFs

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Molakule: what would this ATF be used before beside GM and possibly some older Ford stuff?


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Would type F or D/M have better inhibitors if being used as a general preservative on metal and stuff like hinges?


As a general preservative yes, but for hinges I prefer at least a 30 grade oil.
 
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Molakule: what would this ATF be used [for] beside GM and possibly some older Ford stuff?


I suppose you could use it in older transmissions but if the older transmissions don't leak, I would use the modern fluids.

You could use it as a metal preservative!
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Last edited:
Originally Posted By: MolaKule
Quote:
Would type F or D/M have better inhibitors if being used as a general preservative on metal and stuff like hinges?


As a general preservative yes, but for hinges I prefer at least a 30 grade oil.


Point taken. But would one of those ATF formulations have better/more inhibitors than the other, in general at least?
 
Originally Posted By: JHZR2
Originally Posted By: MolaKule
Quote:
Would type F or D/M have better inhibitors if being used as a general preservative on metal and stuff like hinges?


As a general preservative yes, but for hinges I prefer at least a 30 grade oil.


Point taken. But would one of those ATF formulations have better/more inhibitors than the other, in general at least?


The modern D/M formulations definitely contain the better metal and rust inhibitors.
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Some info from the little gray cells of a moderately old man.

1.) I had a 1953 Hudson Hornet with Twin-H Power (2 2bbl carbs) and a 4 speed hydro-matic. Pretty dam quick for a big old sedan. You could not break that tranny. One of the few with a rear pump so you could push start it.

2.) Aunt and Uncle had a 1956 Pontiac Star Chief with the 289 V-8 and 4 speed hydro-matic. They pulled 2-horse trailers all over Calif to shows and up to the Sierra's camping and hunting. Went through two motors at 100,000 each and still had the original HM when the car was sold.

3.) If you look up some early Gass Class drag cars, you will see the hunt for 1956 Chevy Sedan Delivery (only) cast iron case 4 speed hydro-matics which had the lowest gear sets ever offered and the Chevy bolt pattern. These obviously brought high dollars in the used market, were extremely durable and sought after. Paired with a screaming built 327 and you had a real race car.

4.) I raced in D Gas with a early 'Cuda. 273 bored to close to 292 and Torqueflite. We regularly "Neutral Started" that car on slicks with a 8.75 Mopar rear with 3.91's and it lived for a long time. That is we'd bring the motor to revs (~3,200) and drop in into gear on the last yellow and stand on throttle. The clutches would do their job and we'd be off. Never broke the case or the output shaft. That was THE toughest auto tranny I've ever known. Prolly tougher than the TH400's I run now.

They eventually outlawed Neutral Starts with TQFlites because no one else could do that. The "outlaw" lead directly to the development of the "ClutchFlite" which was a TQFlite with a engine driven external pump and a real clutch in a bell housing. These left on the clutch but shifted all auto down track. They also left at much higher revs - like 4,500 behind a big Dodge Wedge.

4.) I worked a Virgil Whitaker's garage after school in HS (early 1960's). We had a pretty good tranny guy. When he serviced the older auto trannies for things like bad front seals (very common), he had to keep the drained fluids in closed drums or the would attract animals. I assume that was the whale oil blended into the fluid ...

5.) International Harvester used TQFlites in their light and medium duty trucks behind everything from 345 2-BBL motors to their bigger intermediate 477's in medium duty trucks. The next choice was Allison for a bunch more. I do not know of a "Corn Binder" truck that broke a TQFlite...

6.) Early 1960's Ramblers had push button shift too. But it was hooked to a Ford auto and not nearly as strong as the TQFlite. Ran and felt similar, but was not a TQFlite. Did have an all aluminum 327 tough. Made lite power in some boats built up with Interceptor parts ...

The transaxle autos used in Corvairs and Tempests were Borg-Warner built tranny's. very nice actually. the Tempest unit would make a decent tranny for a well balanced home built sports car. They could handle at least 350 HP as my bud had a 63 Tempest with a built 326 that would break axle shafts (half shafts) but never broke the tranny, even on Atlas Plycons (poor mans cheater slicks back then)
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7.) Lots of modern racers with big HP and high stall converters in TH400 tranny's running well down into the big 8's in the 1/4 with full steel bodies swear by Type F fluid in GM trannys'... They claim firmer and more predictable shifts. These are guys leaving with daylight under the front tires and and running < 1.40 60ft times.

8.) The thing that makes Power Glides work is the converter and the nearly indestructible nature of the tranny. A properly maintained PG is nearly as hard to break as a TQFlite.

The lowest aftermarket gears you can get for a PG are around 2.86. Not much compared to TH350 and 400's. But they are lighter and sap less parasitic HP loss (about 1/2). They are no good in heavy cars. But in a light car (< 2,500 say) making big power with a 5,000 stall converter, they can haul your butt down the track.

Lots of us run boring Chevron ATF (pick your poison) and get long tranny life. No one knows what's in it, but it works
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OH, because of the somewhat narrow gear spread, Power Glides were the choice for two-speeds in boats. Run tight converters like OEM's and let the tranny pick up when well onto a plane.

There are now purpose built 2-speeds to take over from the early Glide experiments. Glides are still OK in pleasure boats.

Most big HP PG's now run in aftermarket "Super Glide" aluminum cases. Properly built, they will handle 1,000 HP (Blown or NOS).

Early Iron Case Glides are getting rare and can bring some $$ to nostalgia builders...

There is some discussion about Jim Hall using modified Glides in the Chaparral race cars... They used Chevy power. So it would make sense. I never got close enough to one to verify...
 
Re-reading in my spare time. This is more a history of AT than ATF. The number of ATFs on the market has increased greatly and it is hard to keep track of why all the changes. I hope this string continue with history of ATFs and I'll try to add my little bit. Here is a list of some of the various ATF specifications claimed by someone.

ATF Type A Suffix A
Accura ATF-Z1
AISIN-WARNER JWS-3309
Aisin Warner AW-1, JWS 3309, 3324, M315 A-1, T-IV
Aisin Warner, 3314, 3317, 3324
Aisin warner SCS, M315 A-1, T-IV
Alfa Roneo (allvevicles*)
ALLISON TES 295
Allison C-3
ALLISON C-4

ALLISON TES 389
AMERICAN MOTORS ATF+3 (SM7176-E), ATF +4 (MS9602)
ATF RED 1-K
AS 68 RC (T-IV)
AUDI 5 HP LT71141 (ZF 5 HP 18FL / 19FL / 24A)
AUDI 5 HP LT71141 (AUDI G-052-162-A1 / A2 / A6)
AUDI 5 HP (ZF 5 HP 30)
Audi A2, G-052-182-A2
AUDI G-055-025-A2 (JWS 3309)
AUDI/VW G052 162-A1
Audi (VAG) TL 52180 Chain CVT
Audi (VAG) TL 52180 Chain CVT
BMW (TEXACO ETL 7045E, 7045E) p/n (83 22 0 026 922)
BMW ETL 8072B
BMW LA 2634
BMW (ESSO LT 71141) p/n 83 22 9 407 807
BMW M-1375.4
BMW MINI 83 22 0 402 4131

BMW Shell M1375.4
ATF+, ATF+2
ATF+2 Type 7176
BMW ZF SHP 18FL,
Caterpillar TO-2
Caterpillar TO-4
Caterpillar TO-4M
CHRYSLER ALL ATF
CHRYSLER ATF +4 MS-9602
CHRYSLER ATF+3; MS-7176-E
Chrysler NS-2 / CVTF+4
CVTs
Daewoo LT 71141
Daihatsu Amix CVTF-DC / Amix CVTF DFE
Dana Powershift
DCT
ESSO TYPE LT71141 ATF
FIAT T-IV
Ford 1990 and earlier
FORD 2005 and earlier
Ford M2C138-CJ
Ford M2C166-H
Ford M2C195A
Ford M2C33-F
Ford M2C33-G
Ford MERCON
Ford MERCON (XT-2-QDR, XT-2-QSM SYN)
Ford MERCON LV
Ford MERCON SP
Ford MERCON V
FORD TYPE F
FORD XT-9QMM5
Forf Type G
GM 1990 and earlier
GM 2005 and earlier
GM 9986195
GM DEXRON
GM DEXRON -II, -IID, -IIE
GM DEXRON VI
GM DEXRON-IIIF, -IIIG, -IIIH
GM TASA
HONDA/ACURA ATF-Z1
Hyundai
HYUNDAI NWS-9638
Hyundai SP-II, SP-III
Hyundai SP-IV
IDEMITSU K17
INFINITI (see NISSAN)
Isuzu (All vehicles)
Jaguar ATF 3403 M115
Jaguar Idemitsu K17
Jaguar LT 71141
JAGUAR Shell M1375.4
JASO 1-A in JASO M-315-2003 F
JASO M315-2002/4
Jeep (ATF+3, ATF+4)
JWS 3309
JWS 3324
Kia SP-II, SP-III
KIA SP-IV
Komatsu Dresser
Komatsu Nicro-Clutch
Komatsu KES 07.868.1
Land Rover ETL 7045E
Land Rover LT 71141
LAND ROVER Texaco N402, Shell M1375.4
Land Rover LR 002748
Land Rover TYK500050
LEXUS JWS 3324
LEXUS Type T
LEXUS Type T-III
LEXUS Type T-IV
MAN 339 F
MAN 339 Type V-1
MAN 339 Type Z-1
MAN 339 Type Z-2
MAN 339 V2
MAN 339 Z2
MAN 339A
MAZDA
MAZDA ATF MV, ATF III
MB 236.1
MB 236.10
MB 236.11
MB 236.12
MB 236.13
MB 236.14
MB 236.15
MB 236.2
MB 236.20
MB 236.25
MB 236.26
MB 236.3
MB 236.41
MB 236.5
MB 236.6
MB 236.7
MB 236.8
MB 236.81
MB 236.9
MB 236.91
MB 3403-M115
MB 4- 5- spped
MB NAG1 (Chrysler Crossfire 5-speed)
MB NAG2
MB ZF 4HP20
MITSUBISHI DIAMOND SP-II
MITSUBISHI DIAMOND SP-III
Multi-vehicle
NAVISTAR TMS 6812
Nissan Matic-D
Nissan Matic-J
Nissan Matic-K
Nissan Matic-S
Opel (All Vehicles)
Peugeot ZF 4HP20
Porsche ATF 3403 M115
Porsche LT 71141
Porsche T-IV
SAAB Transmax J
Scion (All Vehicles)
Shell LA 2634
Shell 3403-M115
Subaru
Subaru 4ATF
Subaru 5ATF
Subaru HP
Subaru K0415-Y0700
Subaru SOA868V940
Subaru SOA868V941
Texaco ETL-7045E
Texaco ETL-8072B
Texaco N402
Toyota/Lexus Type T-III
Toyota/Lexus Type T-IV
Toyota/Lexus WS (JWS 3324)
Vickers 35VQ-25
Voith G607 G13636 (55.6336.XX)
Voith TURBO H 55.6335.XX (G607)
VOLVO 1161521
VOLVO 1161540
Volvo 97330
Volvo 97340
Volvo 97341 (AT101)
Volvo 97342 (AT102)
Volvo passenger car
Volvo STD 1273.41
VW 4- 5- speed
VW G 052 025 (09M)
VW G 052 990 (09A)
VW LT 71141
VW TL52162, G052 990
ZF 3 & 4 Speed Transmissions
ZF TE-ML 02F (In accordance to ZF 13015)
ZF TE-ML 03D (Off road vehicle transmissions)
ZF TE-ML 04D (Marine Transmissions)
ZF TE-ML 07F
ZF TE-ML 09 (Steering Systems)
ZF TE-ML 11A (ATF)
ZF TE-ML 11B
ZF TE-ML 14A (Mineral Oil based ATF in accordance with ZF 13015)
ZF TE-ML 14B ( Semi Synthetic based ATF in accordance with ZF 13015)
ZF TE-ML 14C ( Synthetic based ATF in accordance with ZF 13015)
ZF TE-ML 16L ( Semi Synthetic based ATF in accordance with ZF 13015)
ZF TE-ML 17C ( ATF in accordance with ZF 13015 and special requirements)
ZF TE-ML 20A
ZF TE-ML 20B
 
The original title of the article was:

A Brief History of Automatic Transmission Fluids for Automobiles and Trucks

and not,

A Comprehensive History of Automatic Transmission Fluids for Automobiles and Trucks


If anyone would like to submit material and data that has not been previously included here, please submit.
 
For those just joining us this year:

People worry needlessly about "initial" viscosity specs instead of operational viscosity. The new LV ATF's such as Valvoline MaxLife, Mercon LV, Dexron VI,Toyo WS, and others start out with about a 0.75 cSt lower viscosity than DexIII/Merc but never go much below that in operation.

The old DexIII/Merc series would start out at 7.5 cST and shear down to about 4.25 cSt in a short time.

Since the protective fluid film is a function of operational viscosity, which would you rather have: A fluid that starts out at 7.5 cSt and is shears quickly or a fluid that starts out at at 6.0 cSt but maintains its viscosity (shear stable) during operation?
 
Last edited:
Originally Posted By: MolaKule


The old DexIII/Merc series would start out at 7.5 cST and shear down to about 4.25 cSt in a short time.


MolaKule, do you have data of any major brand of DEX III/MERC that shears down in service? The only data I have seen is from Valvoline or Berkshire Hathaway(sp). I do not believe that any of it is actual data from transmissions in service.
 
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