From what I remember the first Hydramatic in 1938 was actually in a Buick, not Oldsmobile. There were very few produced. It's possible that both Oldsmoble and Buick built a few cars each, but I'm pretty sure that Buick was the better know.
Brief History of ATFs
- Thread starter MolaKule
- Start date
- Status
The oldest AT car I remember was a neighbor's '40 Olds. The oldtimer at the local garage used '46 Dodges with Fluid drives as tow cars to retrieve dead cars. I had a 54 New Yorker with the Powerflite. It had the d shaft mounted E brake. I also had a 53 Packard with the Ultramatic. It had the habit of suddenly shifting into reverse instead of downshifting. I was driving on dirt roads so it didnt matter too much. The AT bugs were horrible. If you rested your hand on the gearshift , it would operate the clutch. The Torqueflite 727 in my 80-88 Grand Wagoneers use an AMC specific case, so did the earlier TH400s used 73-79. Earlier TH400s used the BOP case.
MolaKule
Staff member
This question comes up so frequently we'll answer it here as well.
The specification DOES NOT specifiy the type of oil or additives one must use. The formulator works with an additive company to develop a fluid to meet these specs.
The specifications are "Perfromance" specifications in which the fluid is required to: resist shear and oxidation for a minimum period, and to provide and retain dynamic friction coefficient for a number of hours or miles. It must also resist corrosion and resist interaction with certain metals. The viscosity 'range' is also specified.
The specification DOES NOT specifiy the type of oil or additives one must use. The formulator works with an additive company to develop a fluid to meet these specs.
MolaKule
Staff member
To repost since some of the ppm numbers had too many zeros. One of the references has since stated these corrections:
Quote:
A Brief History of Automatic Transmission Fluids for Automobiles and Trucks
By MolaKule
In this tech brief we will discuss the history and specifications of automatic transmission fluids.
See the companion Article:
http://theoildrop.server101.com/cgi/ultimatebb.cgi?ubb=get_topic;f=4;t=000147
From the Yahoo reference:
http://ask.yahoo.com/ask/20011022.html
quote:
--------------------------------------------------------------------------------
“As we learned, automatic transmission was based on technology first developed in the early 1900s by German manufacturers of marine engines. However, it was not adapted for automobiles for several decades. In 1938, General Motors developed the first line of cars to sport automatic transmission -- Oldsmobiles that offered "Hydra-Matic drive."
Cars with AT's were first introduced to the public in 1940. In 1941, Chrysler followed suit and introduced three different cars that offered their version of automatic drive, "Vacamatic" (later called "Fluid Drive"). Automatic transmission was a fairly common option on most American cars by 1948.”
--------------------------------------------------------------------------------
Later GM produced the DynaFlow for their heavier and higher priced vehicles such as Buick, Pontiac, and Oldsmobile lines. For Chevy’s and economy models, the PowerGlide 2-speed was developed. Then along came the TurboHydramatic series, the 700-R4’s, and the electronic versions such as the 4L60E and later variations.
Ford had their Ford-A-Matics, Chrysler later introduced their “PowerFlites” about 1953. For these older “Classics” use Dexron III in lieu of any service manual recommendations.
One thing we know for sure is that American hydraulic technology on aircraft spawned hydraulic power in cars. Hydraulic power had been used to remotely control aircraft systems long before it found its way into automobiles.
As Lubrizol says on their website:
quote:
--------------------------------------------------------------------------------
“ATF is the most complex of all lubricating fluids. Not only does it have to reduce friction to prevent wear like all lubricants, but it also has to allow a certain level of friction so clutch materials can engage. Since most OEMs use proprietary frictional materials, virtually every ATF is OEM-specific. In some cases, they're transmission-specific. In addition, ATFs must be compatible with all transmission components, operate at both low and high temperature extremes, and maintain constant performance for extended periods.”
--------------------------------------------------------------------------------
We don’t know much about the early fluids used in these transmissions except they contained additives similar to engine oils and used the better base oils.
GM needed a specification to give to the lubrication industry and the Type A fluid was borne in 1947. Not much is known about this additive package.
In 1957, ten years later, GM developed the Type A Suffix A fluid specification and we know this fluid contained 1,625 ppm phosphorus, 3,750 ppm sulfur, 1,850 ppm of zinc, 1,300 ppm of Barium. This additive package was 6.2% by volume of the total fluid.
In 1959 Ford issued the M2C33-A/B specification. Nothing is known about that additive package.
In 1961, Ford issued the M2C33-C/D specification. Nothing much is know (at this time) about its additive package.
In 1967 and 1972, GM issued the Dexron specification which contained 3,500 ppm of phosphorus, 3,200 ppm of zinc, 7,500 ppm of nitrogen, 3,200 ppm of sulfur, and 4,500 ppm of Calcium. This additive package was 10.5% of the total fluid volume. The 1972 formulation specified better oxidation and Friction Modification.
In 1967, Ford introduced the M2C33- F “Type – F’” fluid which contained 1,200 ppm of phosphorus, 420 ppm of zinc, 400 ppm of Nitrogen, and 800 ppm of Barium.
This additive package was 9% of the total fluid volume.
In 1972, Ford introduced the M2C33- G fluid to the European market with slightly better oxidation specs and enhanced Friction Modification.
In 1973 GM specified another Dexron fluid called Dexron II with enhanced friction modification.
In 1974, ford introduced the M2C138-CJ specification and in 1981 the M2C166-H specification. In 1987 they introduced the first Mercon specification.
Mercon V is now specified for use for all AODE and 4R70W transmissions
GM’s Dexron III and III(G) fluids were current fills prior to 2004.
The specifications for a good Dexron III fluid generally show a 7.0 to 7.75 cSt Kinematic Viscosity (at 100 C) and a 40 C viscosity of 35 cSt. Flash points are about 367 F, pour points are -60 F, and sulfur is 2200 ppm with phosphorus being 620 ppm. The SUS viscosities are 17,500 cP at -40 F and 1,350 SUS for -10 F.
Usually you will see this statement for Dexron III/Mercon Fluids:
“The Dexron III/Mercon automotive transmission fluid (ATF) is generally recommended as a replacement fluid for automatic transmissions meeting original equipment manufacturers (O.E.M.) performance requirements for current General Motors, Ford, other domestic and imported passenger cars, vans and light trucks where DEXRON II, DEXRON II-E, DEXRON III, AND Ford/MERCON fluids are specified. The product can also be used as make-up and full fill fluid in Chrysler transmissions; however, it should be noted that Chrysler MS-7176 type fluid should be used when specified to satisfy warranty requirements.
This fluid is recommended for Detroit Diesel Allison C-3, C-4 applications. It also meets the requirements of Caterpillar TO-2. It is further recommended as a service fill fluid for Ford late model C-4 and C-6 transmissions.
The power transmission fluid is suitable for power steering units where the manufacturer recommends a Dexron or Mercon fluid for its systems. Other manufacturer suggested applications include mobile hydraulic and industrial systems, and rotary air compressors under certain service conditions. ” This statement indicates or infers that Dexron III/Mercon is the most universal Automatic Transmission Fluid available and has wide applicability.
GM has released in the year 2004 Dexron III(H) fluid specifications for new factory fill’s in their 5 and 6-speed automatics.
Chrysler and others released special specification fluids such as their ATF+ series to avoid shortcomings in fluid and transmission designs.
Better oxidation stabilization, enhanced friction durability, and wear protection was improved with every new fluid introduction and higher specification level.
In 2006, GM release a new Dexron specification called "Dexron VI," and in Toyota released a new "WS" specification. Both involved lower viscosity base fluids, and more stable VII's and oxidation inhibitors
The ATF has approximately 12-18 different additives in the base fluid, which is generally a paraffinic mineral oil. Later base fluid developments introduced Polyalpha olefins (PAO’s), di-esters, POE esters, alkylated naphthalenes, and alkylated benzenes for better oxidation and thermal resistance.
The recent trend in ATF AW additives is to use a Boron, Sulfur, and Phosphorous additive package. Sometimes the dispersant package also contains the AW components, such as the use of phosphorylated Boron or Boronated phosphates. Sometimes sulfurized esters or an S-P package is used with a separate Boron ester.
Of those additives, Ant-Wear (AW) and Friction-Modifcation additives are the most important. Most frictional materials in automatic transmissions are steel making contact with a steel-backed plate containing a surface made of fiber such as cellulose. The cellulose frictional material is bound by resins and may contain other materials such as carbon, asbestos fibers, or ceramics. The frictional materials in future automatic transmissions will contain mostly carbon fiber composites and ceramics.
The dye colors it red, the antifoamant reduces foaming, and the detergent package (usually a calcium complex), seal conditioners and sweller, make up the rest of the additive package.
Each manufacturer uses different clutch materials so the dynamic friction of each transmission is slightly different, hence the requirement for fluids of different dynamic frictional characteristics.
For heavy duty truck transmissions, sintered bronze and semi-metallic friction surfaces are the norm (such as used in Allison Transmissions).
Friction Modification:
When we use the term, “Friction-Modification” with a hyphen “-“ we infer a special friction additive that affects the “Dynamic” friction coefficients under spinning wet-type clutch plates and drums.
Dynamic friction is defined as the “changing of the coefficient of friction as the sliding speed between two frictional surfaces change.”
The friction coefficient of Dexron III/Mercon fluid increases as the sliding speed increases. The friction coefficient of Ford Type F fluid decreases as the sliding speed increases.
Stating the above sentence another way, Ford Type F fluid has a Low Cf at high speeds, and a high Cf at low speeds. Conversely, Dexron Type fluids have a High Cf at high speeds and a Low Cf at low speeds.
Highly specialized Friction-Modification additives determine the dynamic frictional characteristics of ATF’s. The F-M’s must be stable over long periods of usage; i.e., they must not change their dynamic frictional characteristics for at least 30,000 miles. These F-M additives will not show up in VOA's or UOA's.
The trend in additives is
Also see:
http://www.baumannengineering.com/alphabet.htm
http://www.edmunds.com/ownership/techcenter/articles/43836/article.html
Quote:
A Brief History of Automatic Transmission Fluids for Automobiles and Trucks
By MolaKule
In this tech brief we will discuss the history and specifications of automatic transmission fluids.
See the companion Article:
http://theoildrop.server101.com/cgi/ultimatebb.cgi?ubb=get_topic;f=4;t=000147
From the Yahoo reference:
http://ask.yahoo.com/ask/20011022.html
quote:
--------------------------------------------------------------------------------
“As we learned, automatic transmission was based on technology first developed in the early 1900s by German manufacturers of marine engines. However, it was not adapted for automobiles for several decades. In 1938, General Motors developed the first line of cars to sport automatic transmission -- Oldsmobiles that offered "Hydra-Matic drive."
Cars with AT's were first introduced to the public in 1940. In 1941, Chrysler followed suit and introduced three different cars that offered their version of automatic drive, "Vacamatic" (later called "Fluid Drive"). Automatic transmission was a fairly common option on most American cars by 1948.”
--------------------------------------------------------------------------------
Later GM produced the DynaFlow for their heavier and higher priced vehicles such as Buick, Pontiac, and Oldsmobile lines. For Chevy’s and economy models, the PowerGlide 2-speed was developed. Then along came the TurboHydramatic series, the 700-R4’s, and the electronic versions such as the 4L60E and later variations.
Ford had their Ford-A-Matics, Chrysler later introduced their “PowerFlites” about 1953. For these older “Classics” use Dexron III in lieu of any service manual recommendations.
One thing we know for sure is that American hydraulic technology on aircraft spawned hydraulic power in cars. Hydraulic power had been used to remotely control aircraft systems long before it found its way into automobiles.
As Lubrizol says on their website:
quote:
--------------------------------------------------------------------------------
“ATF is the most complex of all lubricating fluids. Not only does it have to reduce friction to prevent wear like all lubricants, but it also has to allow a certain level of friction so clutch materials can engage. Since most OEMs use proprietary frictional materials, virtually every ATF is OEM-specific. In some cases, they're transmission-specific. In addition, ATFs must be compatible with all transmission components, operate at both low and high temperature extremes, and maintain constant performance for extended periods.”
--------------------------------------------------------------------------------
We don’t know much about the early fluids used in these transmissions except they contained additives similar to engine oils and used the better base oils.
GM needed a specification to give to the lubrication industry and the Type A fluid was borne in 1947. Not much is known about this additive package.
In 1957, ten years later, GM developed the Type A Suffix A fluid specification and we know this fluid contained 1,625 ppm phosphorus, 3,750 ppm sulfur, 1,850 ppm of zinc, 1,300 ppm of Barium. This additive package was 6.2% by volume of the total fluid.
In 1959 Ford issued the M2C33-A/B specification. Nothing is known about that additive package.
In 1961, Ford issued the M2C33-C/D specification. Nothing much is know (at this time) about its additive package.
In 1967 and 1972, GM issued the Dexron specification which contained 3,500 ppm of phosphorus, 3,200 ppm of zinc, 7,500 ppm of nitrogen, 3,200 ppm of sulfur, and 4,500 ppm of Calcium. This additive package was 10.5% of the total fluid volume. The 1972 formulation specified better oxidation and Friction Modification.
In 1967, Ford introduced the M2C33- F “Type – F’” fluid which contained 1,200 ppm of phosphorus, 420 ppm of zinc, 400 ppm of Nitrogen, and 800 ppm of Barium.
This additive package was 9% of the total fluid volume.
In 1972, Ford introduced the M2C33- G fluid to the European market with slightly better oxidation specs and enhanced Friction Modification.
In 1973 GM specified another Dexron fluid called Dexron II with enhanced friction modification.
In 1974, ford introduced the M2C138-CJ specification and in 1981 the M2C166-H specification. In 1987 they introduced the first Mercon specification.
Mercon V is now specified for use for all AODE and 4R70W transmissions
GM’s Dexron III and III(G) fluids were current fills prior to 2004.
The specifications for a good Dexron III fluid generally show a 7.0 to 7.75 cSt Kinematic Viscosity (at 100 C) and a 40 C viscosity of 35 cSt. Flash points are about 367 F, pour points are -60 F, and sulfur is 2200 ppm with phosphorus being 620 ppm. The SUS viscosities are 17,500 cP at -40 F and 1,350 SUS for -10 F.
Usually you will see this statement for Dexron III/Mercon Fluids:
“The Dexron III/Mercon automotive transmission fluid (ATF) is generally recommended as a replacement fluid for automatic transmissions meeting original equipment manufacturers (O.E.M.) performance requirements for current General Motors, Ford, other domestic and imported passenger cars, vans and light trucks where DEXRON II, DEXRON II-E, DEXRON III, AND Ford/MERCON fluids are specified. The product can also be used as make-up and full fill fluid in Chrysler transmissions; however, it should be noted that Chrysler MS-7176 type fluid should be used when specified to satisfy warranty requirements.
This fluid is recommended for Detroit Diesel Allison C-3, C-4 applications. It also meets the requirements of Caterpillar TO-2. It is further recommended as a service fill fluid for Ford late model C-4 and C-6 transmissions.
The power transmission fluid is suitable for power steering units where the manufacturer recommends a Dexron or Mercon fluid for its systems. Other manufacturer suggested applications include mobile hydraulic and industrial systems, and rotary air compressors under certain service conditions. ” This statement indicates or infers that Dexron III/Mercon is the most universal Automatic Transmission Fluid available and has wide applicability.
GM has released in the year 2004 Dexron III(H) fluid specifications for new factory fill’s in their 5 and 6-speed automatics.
Chrysler and others released special specification fluids such as their ATF+ series to avoid shortcomings in fluid and transmission designs.
Better oxidation stabilization, enhanced friction durability, and wear protection was improved with every new fluid introduction and higher specification level.
In 2006, GM release a new Dexron specification called "Dexron VI," and in Toyota released a new "WS" specification. Both involved lower viscosity base fluids, and more stable VII's and oxidation inhibitors
The ATF has approximately 12-18 different additives in the base fluid, which is generally a paraffinic mineral oil. Later base fluid developments introduced Polyalpha olefins (PAO’s), di-esters, POE esters, alkylated naphthalenes, and alkylated benzenes for better oxidation and thermal resistance.
The recent trend in ATF AW additives is to use a Boron, Sulfur, and Phosphorous additive package. Sometimes the dispersant package also contains the AW components, such as the use of phosphorylated Boron or Boronated phosphates. Sometimes sulfurized esters or an S-P package is used with a separate Boron ester.
Of those additives, Ant-Wear (AW) and Friction-Modifcation additives are the most important. Most frictional materials in automatic transmissions are steel making contact with a steel-backed plate containing a surface made of fiber such as cellulose. The cellulose frictional material is bound by resins and may contain other materials such as carbon, asbestos fibers, or ceramics. The frictional materials in future automatic transmissions will contain mostly carbon fiber composites and ceramics.
The dye colors it red, the antifoamant reduces foaming, and the detergent package (usually a calcium complex), seal conditioners and sweller, make up the rest of the additive package.
Each manufacturer uses different clutch materials so the dynamic friction of each transmission is slightly different, hence the requirement for fluids of different dynamic frictional characteristics.
For heavy duty truck transmissions, sintered bronze and semi-metallic friction surfaces are the norm (such as used in Allison Transmissions).
Friction Modification:
When we use the term, “Friction-Modification” with a hyphen “-“ we infer a special friction additive that affects the “Dynamic” friction coefficients under spinning wet-type clutch plates and drums.
Dynamic friction is defined as the “changing of the coefficient of friction as the sliding speed between two frictional surfaces change.”
The friction coefficient of Dexron III/Mercon fluid increases as the sliding speed increases. The friction coefficient of Ford Type F fluid decreases as the sliding speed increases.
Stating the above sentence another way, Ford Type F fluid has a Low Cf at high speeds, and a high Cf at low speeds. Conversely, Dexron Type fluids have a High Cf at high speeds and a Low Cf at low speeds.
Highly specialized Friction-Modification additives determine the dynamic frictional characteristics of ATF’s. The F-M’s must be stable over long periods of usage; i.e., they must not change their dynamic frictional characteristics for at least 30,000 miles. These F-M additives will not show up in VOA's or UOA's.
The trend in additives is
Also see:
http://www.baumannengineering.com/alphabet.htm
http://www.edmunds.com/ownership/techcenter/articles/43836/article.html
Last edited:
MolaKule
Staff member
A Brief History of Automatic Transmission Fluids for Automobiles and Trucks
By MolaKule
In this tech brief we will discuss the history and specifications of automatic transmission fluids.
See the companion Article:
http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=729268#Post729268
From the Yahoo reference:
http://ask.yahoo.com/ask/20011022.html
quote:
--------------------------------------------------------------------------------
“As we learned, automatic transmission was based on technology first developed in the early 1900s by German manufacturers of marine engines. However, it was not adapted for automobiles for several decades. In 1938, General Motors developed the first line of cars to sport automatic transmission -- Oldsmobiles that offered "Hydra-Matic drive."
Cars with AT's were first introduced to the public in 1940. In 1941, Chrysler followed suit and introduced three different cars that offered their version of automatic drive, "Vacamatic" (later called "Fluid Drive"). Automatic transmission was a fairly common option on most American cars by 1948.”
--------------------------------------------------------------------------------
Later GM produced the DynaFlow for their heavier and higher priced vehicles such as Buick, Pontiac, and Oldsmobile lines. For Chevy’s and economy models, the PowerGlide 2-speed was developed. Then along came the TurboHydramatic series, the 700-R4’s, and the electronic versions such as the 4L60E and later variations.
Ford had their Ford-A-Matics, Chrysler later introduced their “PowerFlites” about 1953. For these older “Classics” use Dexron III in lieu of any service manual recommendations.
One thing we know for sure is that American hydraulic technology on aircraft spawned hydraulic power in cars. Hydraulic power had been used to remotely control aircraft systems long before it found its way into automobiles.
As Lubrizol says on their website:
quote:
--------------------------------------------------------------------------------
“ATF is the most complex of all lubricating fluids. Not only does it have to reduce friction to prevent wear like all lubricants, but it also has to allow a certain level of friction so clutch materials can engage. Since most OEMs use proprietary frictional materials, virtually every ATF is OEM-specific. In some cases, they're transmission-specific. In addition, ATFs must be compatible with all transmission components, operate at both low and high temperature extremes, and maintain constant performance for extended periods.”
--------------------------------------------------------------------------------
We don’t know much about the early fluids used in these transmissions except they contained additives similar to engine oils and used the better base oils.
GM needed a specification to give to the lubrication industry and the Type A fluid was borne in 1947. Not much is known about this additive package.
In 1957, ten years later, GM developed the Type A Suffix A fluid specification and we know this fluid contained 1,625 ppm phosphorus, 3,750 ppm sulfur, 1,850 ppm of zinc, 1,300 ppm of Barium. This additive package was 6.2% by volume of the total fluid.
In 1959 Ford issued the M2C33-A/B specification. Nothing is known about that additive package.
In 1961, Ford issued the M2C33-C/D specification. Nothing much is know (at this time) about its additive package.
In 1967 and 1972, GM issued the Dexron specification which contained 3,500 ppm of phosphorus, 3,200 ppm of zinc, 7,500 ppm of nitrogen, 3,200 ppm of sulfur, and 4,500 ppm of Calcium. This additive package was 10.5% of the total fluid volume. The 1972 formulation specified better oxidation and Friction Modification.
In 1967, Ford introduced the M2C33- F “Type – F’” fluid which contained 1,200 ppm of phosphorus, 420 ppm of zinc, 400 ppm of Nitrogen, and 800 ppm of Barium.
This additive package was 9% of the total fluid volume.
In 1972, Ford introduced the M2C33- G fluid to the European market with slightly better oxidation specs and enhanced Friction Modification.
In 1973 GM specified another Dexron fluid called Dexron II with enhanced friction modification.
In 1974, ford introduced the M2C138-CJ specification and in 1981 the M2C166-H specification. In 1987 they introduced the first Mercon specification.
Mercon V is specified for use for all AODE and 4R70W transmissions. This spec involved enhanced oxidative stability and increased amounts of FM.
GM’s Dexron III and III(G) fluids were current fills prior to 2004.
The specifications for a good Dexron III fluid generally show a 7.0 to 7.75 cSt Kinematic Viscosity (at 100 C) and a 40 C viscosity of 35 cSt. Flash points are about 367 F, pour points are -60 F, and sulfur is 2200 ppm with phosphorus being 620 ppm. The SUS viscosities are 17,500 cP at -40 F and 1,350 SUS for -10 F.
Usually you will see this statement for Dexron III/Mercon Fluids:
“The Dexron III/Mercon automotive transmission fluid (ATF) is generally recommended as a replacement fluid for automatic transmissions meeting original equipment manufacturers (O.E.M.) performance requirements for current General Motors, Ford, other domestic and imported passenger cars, vans and light trucks where DEXRON II, DEXRON II-E, DEXRON III, AND Ford/MERCON fluids are specified. The product can also be used as make-up and full fill fluid in Chrysler transmissions; however, it should be noted that Chrysler MS-7176 type fluid should be used when specified to satisfy warranty requirements.
This fluid is also recommended for Detroit Diesel Allison C-3, C-4 applications. It also meets the requirements of Caterpillar TO-2. It is further recommended as a service fill fluid for Ford late model C-4 and C-6 transmissions.
The power transmission fluid is suitable for power steering units where the manufacturer recommends a Dexron or Mercon fluid for its systems. Other manufacturer suggested applications include mobile hydraulic and industrial systems, and rotary air compressors under certain service conditions. ” This statement indicates or infers that Dexron III/Mercon is the most universal Automatic Transmission Fluid available and has wide applicability.
GM hreleased in the year 2004 Dexron III(H) fluid specifications for new factory fill’s in their 5-speed automatics.
Chrysler and others released special specification fluids such as their ATF+ series to avoid shortcomings in fluid and transmission designs.
Better oxidation stabilization, enhanced friction durability, and wear protection was improved with every new fluid introduction and higher specification level.
In 2006, GM released a new Dexron specification called "Dexron VI," and Toyota released a new "WS" specification. Both involved lower viscosity base fluids (with a viscosity no greater than 6.0 cSt), and more stable VII's and oxidation inhibitors. These new fluids were targeted mainly for the newer 6-speed transmission. In addition, the shear stability of the total formulation must be much improved over prior formulations.
The ATF has approximately 12-18 different additives in the base fluid, which is generally a paraffinic mineral oil. Later base fluid developments introduced Polyalpha olefins (PAO’s), di-esters, POE esters, alkylated naphthalenes, and alkylated benzenes for better oxidation and thermal resistance.
The recent trend in ATF AW additives is to use a Boron, Sulfur, and Phosphorous additive package. Sometimes the dispersant package also contains the AW components, such as the use of phosphorylated Boron or Boronated phosphates. Sometimes sulfurized esters or an S-P package is used with a separate Boron ester.
Of those additives, Ant-Wear (AW) and Friction-Modifcation additives are the most important. Most frictional materials in automatic transmissions are steel making contact with a steel-backed plate containing a surface made of fiber such as cellulose. The cellulose frictional material is bound by resins and may contain other materials such as carbon, asbestos fibers, or ceramics. The frictional materials in future automatic transmissions will contain mostly carbon fiber composites and ceramics.
The dye colors it red, the antifoamant reduces foaming, and the detergent package (usually a calcium complex), seal conditioners and sweller, make up the rest of the additive package.
Each manufacturer uses different clutch materials so the dynamic friction of each transmission is slightly different, hence the requirement for fluids of different dynamic frictional characteristics.
For heavy duty truck transmissions, sintered bronze and semi-metallic friction surfaces are the norm (such as used in Allison Transmissions).
Friction Modification:
When we use the term, “Friction-Modification” with a hyphen “-“ we infer a special friction additive that affects the “Dynamic” friction coefficients under spinning wet-type clutch plates and drums.
Dynamic friction is defined as the “changing of the coefficient of friction as the sliding speed between two frictional surfaces change.”
The friction coefficient of Dexron III/Mercon fluid increases as the sliding speed increases. The friction coefficient of Ford Type F fluid decreases as the sliding speed increases.
Stating the above sentence another way, Ford Type F fluid has a Low Cf at high speeds, and a high Cf at low speeds. Conversely, Dexron Type fluids have a High Cf at high speeds and a Low Cf at low speeds.
Highly specialized Friction-Modification additives determine the dynamic frictional characteristics of ATF’s. The F-M’s must be stable over long periods of usage; i.e., they must not change their dynamic frictional characteristics for at least 30,000 miles. These F-M additives will not show up in VOA's or UOA's.
Also see:
http://www.baumannengineering.com/alphabet.htm
http://www.edmunds.com/ownership/techcenter/articles/43836/article.html
Edited by MolaKule (06/29/08 01:24 PM)
By MolaKule
In this tech brief we will discuss the history and specifications of automatic transmission fluids.
See the companion Article:
http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=729268#Post729268
From the Yahoo reference:
http://ask.yahoo.com/ask/20011022.html
quote:
--------------------------------------------------------------------------------
“As we learned, automatic transmission was based on technology first developed in the early 1900s by German manufacturers of marine engines. However, it was not adapted for automobiles for several decades. In 1938, General Motors developed the first line of cars to sport automatic transmission -- Oldsmobiles that offered "Hydra-Matic drive."
Cars with AT's were first introduced to the public in 1940. In 1941, Chrysler followed suit and introduced three different cars that offered their version of automatic drive, "Vacamatic" (later called "Fluid Drive"). Automatic transmission was a fairly common option on most American cars by 1948.”
--------------------------------------------------------------------------------
Later GM produced the DynaFlow for their heavier and higher priced vehicles such as Buick, Pontiac, and Oldsmobile lines. For Chevy’s and economy models, the PowerGlide 2-speed was developed. Then along came the TurboHydramatic series, the 700-R4’s, and the electronic versions such as the 4L60E and later variations.
Ford had their Ford-A-Matics, Chrysler later introduced their “PowerFlites” about 1953. For these older “Classics” use Dexron III in lieu of any service manual recommendations.
One thing we know for sure is that American hydraulic technology on aircraft spawned hydraulic power in cars. Hydraulic power had been used to remotely control aircraft systems long before it found its way into automobiles.
As Lubrizol says on their website:
quote:
--------------------------------------------------------------------------------
“ATF is the most complex of all lubricating fluids. Not only does it have to reduce friction to prevent wear like all lubricants, but it also has to allow a certain level of friction so clutch materials can engage. Since most OEMs use proprietary frictional materials, virtually every ATF is OEM-specific. In some cases, they're transmission-specific. In addition, ATFs must be compatible with all transmission components, operate at both low and high temperature extremes, and maintain constant performance for extended periods.”
--------------------------------------------------------------------------------
We don’t know much about the early fluids used in these transmissions except they contained additives similar to engine oils and used the better base oils.
GM needed a specification to give to the lubrication industry and the Type A fluid was borne in 1947. Not much is known about this additive package.
In 1957, ten years later, GM developed the Type A Suffix A fluid specification and we know this fluid contained 1,625 ppm phosphorus, 3,750 ppm sulfur, 1,850 ppm of zinc, 1,300 ppm of Barium. This additive package was 6.2% by volume of the total fluid.
In 1959 Ford issued the M2C33-A/B specification. Nothing is known about that additive package.
In 1961, Ford issued the M2C33-C/D specification. Nothing much is know (at this time) about its additive package.
In 1967 and 1972, GM issued the Dexron specification which contained 3,500 ppm of phosphorus, 3,200 ppm of zinc, 7,500 ppm of nitrogen, 3,200 ppm of sulfur, and 4,500 ppm of Calcium. This additive package was 10.5% of the total fluid volume. The 1972 formulation specified better oxidation and Friction Modification.
In 1967, Ford introduced the M2C33- F “Type – F’” fluid which contained 1,200 ppm of phosphorus, 420 ppm of zinc, 400 ppm of Nitrogen, and 800 ppm of Barium.
This additive package was 9% of the total fluid volume.
In 1972, Ford introduced the M2C33- G fluid to the European market with slightly better oxidation specs and enhanced Friction Modification.
In 1973 GM specified another Dexron fluid called Dexron II with enhanced friction modification.
In 1974, ford introduced the M2C138-CJ specification and in 1981 the M2C166-H specification. In 1987 they introduced the first Mercon specification.
Mercon V is specified for use for all AODE and 4R70W transmissions. This spec involved enhanced oxidative stability and increased amounts of FM.
GM’s Dexron III and III(G) fluids were current fills prior to 2004.
The specifications for a good Dexron III fluid generally show a 7.0 to 7.75 cSt Kinematic Viscosity (at 100 C) and a 40 C viscosity of 35 cSt. Flash points are about 367 F, pour points are -60 F, and sulfur is 2200 ppm with phosphorus being 620 ppm. The SUS viscosities are 17,500 cP at -40 F and 1,350 SUS for -10 F.
Usually you will see this statement for Dexron III/Mercon Fluids:
“The Dexron III/Mercon automotive transmission fluid (ATF) is generally recommended as a replacement fluid for automatic transmissions meeting original equipment manufacturers (O.E.M.) performance requirements for current General Motors, Ford, other domestic and imported passenger cars, vans and light trucks where DEXRON II, DEXRON II-E, DEXRON III, AND Ford/MERCON fluids are specified. The product can also be used as make-up and full fill fluid in Chrysler transmissions; however, it should be noted that Chrysler MS-7176 type fluid should be used when specified to satisfy warranty requirements.
This fluid is also recommended for Detroit Diesel Allison C-3, C-4 applications. It also meets the requirements of Caterpillar TO-2. It is further recommended as a service fill fluid for Ford late model C-4 and C-6 transmissions.
The power transmission fluid is suitable for power steering units where the manufacturer recommends a Dexron or Mercon fluid for its systems. Other manufacturer suggested applications include mobile hydraulic and industrial systems, and rotary air compressors under certain service conditions. ” This statement indicates or infers that Dexron III/Mercon is the most universal Automatic Transmission Fluid available and has wide applicability.
GM hreleased in the year 2004 Dexron III(H) fluid specifications for new factory fill’s in their 5-speed automatics.
Chrysler and others released special specification fluids such as their ATF+ series to avoid shortcomings in fluid and transmission designs.
Better oxidation stabilization, enhanced friction durability, and wear protection was improved with every new fluid introduction and higher specification level.
In 2006, GM released a new Dexron specification called "Dexron VI," and Toyota released a new "WS" specification. Both involved lower viscosity base fluids (with a viscosity no greater than 6.0 cSt), and more stable VII's and oxidation inhibitors. These new fluids were targeted mainly for the newer 6-speed transmission. In addition, the shear stability of the total formulation must be much improved over prior formulations.
The ATF has approximately 12-18 different additives in the base fluid, which is generally a paraffinic mineral oil. Later base fluid developments introduced Polyalpha olefins (PAO’s), di-esters, POE esters, alkylated naphthalenes, and alkylated benzenes for better oxidation and thermal resistance.
The recent trend in ATF AW additives is to use a Boron, Sulfur, and Phosphorous additive package. Sometimes the dispersant package also contains the AW components, such as the use of phosphorylated Boron or Boronated phosphates. Sometimes sulfurized esters or an S-P package is used with a separate Boron ester.
Of those additives, Ant-Wear (AW) and Friction-Modifcation additives are the most important. Most frictional materials in automatic transmissions are steel making contact with a steel-backed plate containing a surface made of fiber such as cellulose. The cellulose frictional material is bound by resins and may contain other materials such as carbon, asbestos fibers, or ceramics. The frictional materials in future automatic transmissions will contain mostly carbon fiber composites and ceramics.
The dye colors it red, the antifoamant reduces foaming, and the detergent package (usually a calcium complex), seal conditioners and sweller, make up the rest of the additive package.
Each manufacturer uses different clutch materials so the dynamic friction of each transmission is slightly different, hence the requirement for fluids of different dynamic frictional characteristics.
For heavy duty truck transmissions, sintered bronze and semi-metallic friction surfaces are the norm (such as used in Allison Transmissions).
Friction Modification:
When we use the term, “Friction-Modification” with a hyphen “-“ we infer a special friction additive that affects the “Dynamic” friction coefficients under spinning wet-type clutch plates and drums.
Dynamic friction is defined as the “changing of the coefficient of friction as the sliding speed between two frictional surfaces change.”
The friction coefficient of Dexron III/Mercon fluid increases as the sliding speed increases. The friction coefficient of Ford Type F fluid decreases as the sliding speed increases.
Stating the above sentence another way, Ford Type F fluid has a Low Cf at high speeds, and a high Cf at low speeds. Conversely, Dexron Type fluids have a High Cf at high speeds and a Low Cf at low speeds.
Highly specialized Friction-Modification additives determine the dynamic frictional characteristics of ATF’s. The F-M’s must be stable over long periods of usage; i.e., they must not change their dynamic frictional characteristics for at least 30,000 miles. These F-M additives will not show up in VOA's or UOA's.
Also see:
http://www.baumannengineering.com/alphabet.htm
http://www.edmunds.com/ownership/techcenter/articles/43836/article.html
Edited by MolaKule (06/29/08 01:24 PM)
Last edited:
moe in wichita ks
did chrysler build a good auto trans in the al torqueflite? well in the early 60s the max-wedge race cars with the al torqueflite was faster than same car with a stick shift. in the late 60s i had a 1965 chrysler 300 L. to stop fast on ice i would lock all 4 tricking the trans into thinking i was stoped. pop it into rev let up on the brake and give some gas, and it stoped fast, BUT the back end would try to come around, also if you hit pavment it will tear up the trans. however i dont recomend this. it just best to drive the right speed on ice.
did chrysler build a good auto trans in the al torqueflite? well in the early 60s the max-wedge race cars with the al torqueflite was faster than same car with a stick shift. in the late 60s i had a 1965 chrysler 300 L. to stop fast on ice i would lock all 4 tricking the trans into thinking i was stoped. pop it into rev let up on the brake and give some gas, and it stoped fast, BUT the back end would try to come around, also if you hit pavment it will tear up the trans. however i dont recomend this. it just best to drive the right speed on ice.
As a gearhead that goes
wwwaaayyy back we affectionally referred to Buick's Dynaflow transmission as 'Dynaslipshod' John--Las Vegas.
wwwaaayyy back we affectionally referred to Buick's Dynaflow transmission as 'Dynaslipshod' John--Las Vegas.
Yup the old 727 tranny from Chrysler....One of the best ever...took the abuse and keept on running....they would outlast the car.
Originally Posted By: ac_tc
How does the "atf+3; atf+4 and 7176" fit in in this?
Obviously there diffrent than the rest since transes designed
for these doesent last if anyting else is used.
The frictional properties of Type 7176 (ATF+3) and Type 9602 (ATF+4) are nearly identical to Dexron III and Mercon V. The big difference with ATF+4 is the base oil (has to be Group III) and the extremely shear stable VI improver that Lubrizol developed especially for Type 9602. In fact, a lot of people don't realize that ATF+3 was nothing more than ATF+2 with the VI improver developed for ATF+4. Chrysler used ATF+3 as a stop-gap until ATF+4 was fully developed and tested.
How does the "atf+3; atf+4 and 7176" fit in in this?
Obviously there diffrent than the rest since transes designed
for these doesent last if anyting else is used.
The frictional properties of Type 7176 (ATF+3) and Type 9602 (ATF+4) are nearly identical to Dexron III and Mercon V. The big difference with ATF+4 is the base oil (has to be Group III) and the extremely shear stable VI improver that Lubrizol developed especially for Type 9602. In fact, a lot of people don't realize that ATF+3 was nothing more than ATF+2 with the VI improver developed for ATF+4. Chrysler used ATF+3 as a stop-gap until ATF+4 was fully developed and tested.
Are the frictional properties of Dex 3 and Merc 5 really like the ones of ATF+4? Some wheere i learned that the ATF+4 is way more "slippery" than the rest. This is the reason an ultradrive quickly dies whan Dex is used, it backs the shift since it thinks it shifts to fast effektivly making one gear shift tear like a hundred.
Originally Posted By: ac_tc
Are the frictional properties of Dex 3 and Merc 5 really like the ones of ATF+4? Some wheere i learned that the ATF+4 is way more "slippery" than the rest. This is the reason an ultradrive quickly dies whan Dex is used, it backs the shift since it thinks it shifts to fast effektivly making one gear shift tear like a hundred.
Oxidation was why Dex III didn't last in the Ultradrive and shift quality suffered accordingly. The frictional properties of ATF+, ATF+2, ATF+3, and ATF+4 are all nearly identical to the Dexron III specs.
Are the frictional properties of Dex 3 and Merc 5 really like the ones of ATF+4? Some wheere i learned that the ATF+4 is way more "slippery" than the rest. This is the reason an ultradrive quickly dies whan Dex is used, it backs the shift since it thinks it shifts to fast effektivly making one gear shift tear like a hundred.
Oxidation was why Dex III didn't last in the Ultradrive and shift quality suffered accordingly. The frictional properties of ATF+, ATF+2, ATF+3, and ATF+4 are all nearly identical to the Dexron III specs.
Originally Posted By: G-MAN
Originally Posted By: ac_tc
Are the frictional properties of Dex 3 and Merc 5 really like the ones of ATF+4? Some wheere i learned that the ATF+4 is way more "slippery" than the rest. This is the reason an ultradrive quickly dies whan Dex is used, it backs the shift since it thinks it shifts to fast effektivly making one gear shift tear like a hundred.
Oxidation was why Dex III didn't last in the Ultradrive and shift quality suffered accordingly. The frictional properties of ATF+, ATF+2, ATF+3, and ATF+4 are all nearly identical to the Dexron III specs.
I would love to see the specs
Originally Posted By: ac_tc
Are the frictional properties of Dex 3 and Merc 5 really like the ones of ATF+4? Some wheere i learned that the ATF+4 is way more "slippery" than the rest. This is the reason an ultradrive quickly dies whan Dex is used, it backs the shift since it thinks it shifts to fast effektivly making one gear shift tear like a hundred.
Oxidation was why Dex III didn't last in the Ultradrive and shift quality suffered accordingly. The frictional properties of ATF+, ATF+2, ATF+3, and ATF+4 are all nearly identical to the Dexron III specs.
I would love to see the specs
we had a early 60's model plymouth with a push button shift, I remember an almost square steering wheel. We never had trouble out of that tranny, that car ran and ran, it did have a 318 engine.
MolaKule
Staff member
Here some history of the GM TH400, which in my view, is one of the best racing transmissions:
http://www.advanceadapters.com/tech-vault/gm-th400/
http://www.advanceadapters.com/tech-vault/gm-th400/
Last edited:
When I was a kid I had access to a 421 Catalina with that tranny. The car was more fun than the young lady who let me drive it. First auto I thought was worth a bleep.
JHZR2
Staff member
An oldie but goodie. Curious if barium is still seen in type F. Since type F was written notionally at a time when whale oils were still used, I'd suspect that type F is far different in formulation (fluids and adds) than it is today.
MolaKule
Staff member
Originally Posted By: JHZR2
An oldie but goodie. Curious if barium is still seen in type F. Since type F was written notionally at a time when whale oils were still used, I'd suspect that type F is far different in formulation (fluids and adds) than it is today.
No barium today.
Barium was used as a rust inhibitor and deposit dispersant.
There is better and safer stuff in Type F today.
An oldie but goodie. Curious if barium is still seen in type F. Since type F was written notionally at a time when whale oils were still used, I'd suspect that type F is far different in formulation (fluids and adds) than it is today.
No barium today.
Barium was used as a rust inhibitor and deposit dispersant.
There is better and safer stuff in Type F today.
JHZR2
Staff member
Would type F or D/M have better inhibitors if being used as a general preservative on metal and stuff like hinges?
- Status
Similar threads
