05 Power Transmission Fluids Southern Asia 2019

Performance you can rely on.
Power Transmission Fluids
InfineumInsight.com/Learn
1 © 2019
© 2017
2019 Infineum
Infineum International
International Limited.
Limited. All Rights
All Rights Reserved.
Reserved. 2017160.
2017160.
Outline
Transmission and Market Trends

• Hardware overview
• Market overview and market drivers
• Driveline types by region
Automatic Transmissions – Stepped Planetary (AT)

• Hardware components and their impact on ATF
• Testing for ATF
• Service Fill specifications
• ATF formulations
Automatic Transmissions – Dual Clutch (DCT)

• Hardware components and their impact on DCTF
• DCTF formulations
Automatic Transmissions – Continuously Variable (CVT)
• Hardware components and their impact on CVTF

• CVTF formulations
Summary
2 © 2019 Infineum International Limited. All Rights Reserved. 2017160.

What Does A Transmission Do?
• A transmission adapts the output of the internal combustion engine to the drive
wheels.
– Important element in the “feel” of driving for consumers
• Power Transmission Fluids (PTF) relate to fluids necessary for proper

operation of automatic transmissions including: stepped automatic
transmissions, dual clutch transmission, continuously variable transmission, etc.
• Automatic Transmission Fluids (ATF), generally, relate specifically to fluids

for stepped automatic transmissions

Types of Transmissions
• Stepped Automatic Transmission (AT)

– Most common automatic transmission that uses a
planetary gear set and a torque converter
• Continuously Variable Transmission (CVT)
– Automatic transmissions that use variator pulleys
with an unlimited number gear ratios
• Dual Clutch Transmission (DCT)
– Automatic transmissions that use manual gearbox architecture with dual clutches
• Automated Manual Transmission (AMT)
– Manual transmissions that use servos to engage
clutch and change gears automatically
• Electrical Variable Transmission (EVT)
– Combines stepped automatic transmission with
electric motor (e.g. Toyota’s Hybrid Synergy Drive)
• Reduction Transmission (Electric)
– Transmissions used by purely electric vehicles to reduce torque
output from electric motors (Nissan Leaf)
• Manual Transmission (MT)
Automatic Transmissions
Stepped Automatic Dual Clutch Continuously Variable

+ Torque + Comfort
STEPPED AT PROs
+ Torque due to no - Torque

Capacity Capacity
- Fuel shifting Capacity
CVT Pros
DCT Pros
Efficiency in + Fuel
applications - Launch feel
STEPPED AT CONs
+ Fuel Efficiency
with less than not as + - Cannot
CVT Cons
Efficiency in
DCT Cons
5-speeds + Shift Feel smooth as Acceleration utilize existing
6-speed +
applications + Can use stepped AT stepped AT
existing MT + Fuel manufacturing
- Packaging manufacturing sites
Size Efficiency
+ Launch Feel sites

Transmission Trend Drivers
Fuel Economy And Emissions

• Development of CVT, DCT and Higher Gear Ratio spreads
• Improvement of friction clutch, pump, seal efficiencies
• Hybrid / Electrification
• Low viscosity fluids
Driving Performance
• Shift Quality / Noise-Vibration-Harshness (NVH) /Comfort
• Safety/Fun-to-Drive – sporty – dynamic driving style – adapts to suit your
individual driving style
Compact Size And Reduced Weight

• Smaller Transmissions – Less fluid
• Increased Torque Density

Global Transmission Production
Global Transmission Production

by Transmission Type
Passenger Car And Light Duty Transmissions

Production increasing with global vehicle population.
MANUAL
Manual Transmissions
Market share slowly declining with inherent lower
cost now being offset by fuel economy debit.
AUTOMATIC
Automatic Transmissions
Market share increasing with fuel economy often
better than manual. Increasing diversity in design.
2015 2020

Global Automatic Transmission Production
Global Automatic Transmission

Production by Transmission Type
Automated Manual Transmission (AMT)

Some production increase, market share low and stable
Reduction Transmission (Electric)

AMT Large production increase, market share remains low
Reduction Electronically Variable Transmission (EVT)
EVT Large hybrid production increase, market share remains low
DCT Dual Clutch Transmission (DCT)

CVT
Large production increase, market share gain
AT Continuously Variable Transmission (CVT)

Large production increase, large market share increase
Stepped Automatic Transmission (AT)

Production stable, market share decline
2015 2020
Source: IHS

Transmission Hardware Trends

North America Installations – CAFE Impacts
Conventional ATs Rapid increase in Growing foreign
Being Replaced AT forward speeds AT influence
100% Electric 100% 100% MAZDA MAZDA
DCT EVT
9 JATCO
DAIMLER
DAIMLER
FIAT
Manual DCT 8 10 FIAT
Manual AISIN AISIN

7
80% CVT 80% 80% HYUNDAI
HYUNDAI
CVT HONDA
9 HONDA
TOYOTA
TOYOTA
60% 60% 60%
ZF
ZF
6
40% 40% 40%
AT 8
FORD
AT FORD
20% 20% 20%
6 GM
GM
5
0% 0% 4
0%
2015 2020 2015 2020 2015 2020
DATA SOURCE: IHS

ATF Market Review

Low-Viscosity ATF Growth
ATF SERVICE FILL PROJECTION
• Last used in pre-2006 vehicles now being retired; CVTF

not suitable for newer transmissions.
MULTI
HIGH VISCOSITY MULTI-VEHICLE: LOW
peaking
• Ford MERCON®-V, Chrysler ATF+4, Honda Z-1,

Nissan Matic J, Hyundai SP-III last used ~2010.
MULTI
LOW VISCOSITY MULTI-VEHICLE: rapid HIGH
growth
• Most OEMs have moved to using lower viscosity
synthetic ATF, to improve performance and fuel
economy while extending drain intervals.
DIII/M
• Nissan vehicles with CVTs now reaching end of

extended warranty period. Toyota and Honda 2020
adding CVTs.

Market Summary
• Market Trends
– Automatics are gaining market share globally
– Manual transmission production is lower than automatics
• Stepped Automatics (AT) are still the majority for automatics
– ATs are gaining more gears – most will be 8, 9 and 10-speeds
– Major manufacturers are Ford, GM and ZF
• CVT and DCT are taking market share away from AT
• Automatic transmission fluids are shifting to lower viscosity to aid in
fuel economy
• More Universal ATF products are making their way into the marketplace

AT Hardware &
ATF Performance Requirements
12 © 2017
2019 Infineum International Limited. All Rights Reserved. 2017160.
Stepped Planetary Automatic Transmission
Hardware
STEPPED AT PROs
• Planetary Gearset – gear ratio + Torque
Capacity
- Fuel Efficiency
in applications
control with less than 5-
STEPPED AT CONs
• Torque Converter – fluid- + Fuel speeds
Efficiency in 6-
coupling to transfer power from speed +
engine to transmission applications
- Packaging
• Clutch Packs + Launch Feel
Size
• Valve-Body
Market
• Most common automatic
transmission globally
Manufacture
• GM Hydra-Matic was the first
mass-produced fully automatic
planetary AT


Automatic Transmission Hardware
Photo source: BMWBLOG.COM
Torque Convertor
Clutches Planetary Gear Valve Body
Automatic Transmissions Hydraulics
Act as a Hydraulic Fluid
• Components Antifoam properties

• Valve body
• Pump Large operating range
• Filter (-40C to 175C)
• Cooler
Resist oxidation
Remove Heat Efficiently

• Used to pressurize piston
plate for clutches
• Used to move band-activation Ensure seal performance
pistons up and down

Automatic Transmission Gear Reduction
• Three Main Components

• Sun Gear
• Planet gears (and carrier)
• Ring Gear
• Any one of these components can be locked in place;
more importantly, any one can be an input or output
drive
• Different gear ratios possible from one planetary
gear set
ATF requirements
Provide anti-wear performance
Shear Stability
Corrosion protection
Planetary Gear
Automatic Transmissions Clutches
Shifting
• Plate Clutches
• Band Clutches
Fuel Economy
• Torque Converter Clutches

Automatic Transmission Clutches

Plate and Band Clutches
Plate Clutch Band Clutch
ATF requirements
Deliver specialized
Remove heat Resist oxidation friction
efficiently requirements

Automatic Transmission Torque Converter
• Large energy loss without clutch

• Clutches added in 1970s to improve fuel
economy
• Full lock-up at highway speeds
• Lock-up clutch evolved for improved comfort
and additional fuel economy benefits
• Slipping clutch at low speeds
ATF requirements
Act as a Hydraulic Fluid
Large operating range (-40C to 175C)

Deliver specialized friction
requirements
Torque Converter Lock-Up Clutch

Torque Converter Clutch

Friction Deterioration  Shudder
Self-Excited Driveline Vibration
350
300
250
200 Intermittent Shudder
Torque Measured at Wheel of Car (in lbs)
150
100
350
300
250
200
Continuous Shudder
150
100
350
300
250
200
150 No Shudder
100
0 2 4 6 8
Time (sec)

Sh-h-h-udder Occurs!
ATF must: Deliver specialized friction requirements

ATF Performance Requirements
Act as a Hydraulic Fluid Corrosion protection
Provide Anti-wear
Antifoam properties
performance
Large operating range

Remove heat efficiently
(-40°C to 175°C)
Ensure transmission seal

Resist oxidation
performance
Deliver specialized friction

Shear Stability
requirements

Stepped Automatic Transmission Summary
The automatic transmission has 4 major components:

1. Torque Converter – transfer power from engine to transmission
2. Planetary Gear Set – changes output speed
3. Valve Body – the “brain” of the transmission
4. Clutches (plate or band) – changes gear ratios
The fluid needs to do the following:

1. Act as a hydraulic fluid
2. Protect the Gear Set (Anti-Wear)
3. Remove heat efficiently
4. Ensure seal performance
5. Resist oxidation
6. Protect against corrosion
7. Deliver specialized Friction Characteristics

Fluid Trends and Testing Automatic

Transmission Fluids
25 © 2017
Key Performance Tests for ATF
Viscometrics Performance
Kinematic viscosity @ 100⁰C Lubrication of transmission
(KV100) parts at high temperature
Brookfield viscosity @ -40⁰C Transmission operability at cold

temperatures - cold morning
(BF-40) start
Shear stability 20hrs KRL Ensures aged ATF adequately

(KV100 and apparent viscosity), lubricates transmission parts
Sonic Shear

Viscometric Trends
ATF Shear Stability vs. Low Temperature Viscosity
Group I
Shear Stability (% KV100 Loss)
30% Group II
Tapered roller bearing (KRL)
DEXRON® -III/
MERCON® -V 7.50 cSt MERCON® 7.00 cSt
20%
VOITH / ZF 7.30 cSt

Group III
MERCON® LV 6.00 cSt

10% Group IV
Allison TES-295 DEXRON® -VI 6.00 cSt

7.30 cSt
0%
- 5,000 10,000 15,000 20,000 25,000
Brookfield -40°C (cP)

New Generation ATFs

Lower Viscosity for Fuel Economy
Latest 6+speed transmissions use lower viscosity ATF
• Reduces fluid resistance and friction losses
Toyota T4 MERCON® V
KV @ 100°C vs KV @ 40°C
35.0 Hyundai SPIII
Chrysler ATF+4
DEXRON® VI DEXRON® IIIH Nissan Matic-J
KV @ 40°C (cSt)
30.0
MERCON® LV
Honda Z-1
Nissan Matic-S
25.0 Honda DW-1
Toyota WS
20.0
MERCON® ULV
MB 236.14
15.0
4.00 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00
KV @ 100°C (cSt)
• Coupled with improved shear stability to control thinning
Some OEMs replacing high-vis ATF with low-vis ATF
• Others maintain two specs – notably Ford, Hyundai and Toyota

Oxidation Performance
Aluminum Beaker Oxidation Test Chain scission  Loss of
(ABOT) - Ford lubrication
Viscosity increase  Sluggish
Turbo Hydra-Matic Oxidation operation
Test* (THOT) - GM
Sludge formation  Clogged
valve body
Indiana Stirring Oxidation Test
(ISOT) - Asia Pacific OEMs
Acid formation  Corrosion
CEC L-48-A-00 (A), DKA Friction Modifier attack  Poor

Oxidation Test – European OEMs shifting
*GM THOT has been made obsolete

Trends in Oxidation Performance
4.00
THOT Test Delta TAN

3.50
Decreased Limit
3.00
Decrease Spec. Limit Allison TES-295®
2.50
DEXRON® IIIG DEXRON® IIIH / MERCON®
Delta TAN
2.00
1.50
1.00
0.50 DEXRON® VI
0.00
0 100 200 300 400 500 600 700
Test Duration (Hrs)
Increased Test Duration
DEXRON®-IIIG DEXRON®-IIIH / MERCON® DEXRON®-VI Allison TES-295®

Clutch
Performance
Friction
Shifting Clutch Shifting Clutch
• SAE#2 Friction and Anti-Shudder • Abrupt, harsh shift
Durability (ASD) rig – US and Asia • Elongated shift and potential
Pacific OEMs slippage
• Band Friction test – GM • Gives clutches good holding power,
• Plate Friction test – GM and Ford high transmission capacity
• Cycling test – GM
Torque Converter Clutch Torque Converter Clutch

• Low Velocity Friction Apparatus • Anti-Shudder durability
(LVFA) for ASD – Asia Pacific
OEMs

SAE No. 2 Friction Test Machine
Static Drive
Dynamic Speed
Measurement
Test Fluid
Resevoir
Worm Gear
(Static Measurement)
Clutch
30 HP Motor Head
(3600 RPM)
Apply Piston
Inertia Flywheel
Load cell

SAE No. 2 Friction Test Machine

Clutch Head
Clutch Head
Pressure Plate
Input Shaft
Load Cell
Steel Plate
Friction Plate

Output From SAE No. 2 Friction Test Machine
Dynamic Friction Shift Performance

Sliding (µ 0/µ D)
Speed µD
(high RPM) µ0 Torque Capacity
Friction Coefficient
µs
Dynamic cycle
µT
Static
Cycle
Apply
Force
Time
Start Static Drive (low RPM)

Output From SAE No. 2 Friction Test Machine

Friction Coefficient
Hard Fluid
Soft Fluid
Time

Desirable Clutch Friction Fluid Performance
Dynamic friction (µ D)  high, flat
• Short shift minimizes energy transfer to fluid
Low speed friction (µ 0)  slight decrease
• High value - abrupt, harsh shift

• Low value - elongated shift and potential slippage
Static friction (µ T)  high
• Gives clutches good holding power,

high transmission capacity
Trend
• Increase friction durability

Low Velocity Friction Apparatus (LVFA)
Slipping Clutch
Driver
rotates Anti-shudder performance
Test cup
contains fluid
New
Friction
plate
μ
fixed to
cup
Used
Steel plate Speed

rotates with
driver Reasonable µ level with positive
slope required
Load
compression force

What Affects Friction?
Hardware Demands Fluid Technology
Sliding
Sliding Friction Friction Modifier
Temperature Surface Load
Speed Modifier Type Concentration
Composition
Increased interest in
friction durability

ATF Performance Summary
ATF must meet exacting requirements for a variety of

parameters
Key Performance Attributes

• Viscometrics
• Oxidation resistance
• Friction stability and durability

ATF Service-Fill Specifications
40 © 2017
Passenger Car ATF Specifications
OEM High Viscosity Low Viscosity Ultra Low Viscosity
MERCON®
MERCON® LV MERCON® ULV
North American
MERCON® V
OEMs
ATF +3®
ATF +4®
948TE -
DEXRON® II DEXRON® VI
DEXRON® III DEXRON® HP -
European
MB 236.10 MB 236.12 MB 236.14

OEMs
Lifeguard 5 Lifeguard 8 -
Toyota T-IV Toyota WS -
Asia Pacific
OEMs
Matic J/K Matic S -

Honda Z-1 Honda DW-1 -
Hyundai SP-III Hyundai SP-IV -
*Bolded specifications are open to licensing

Key JAMA Requirements
As many ATF specifications are not available for public licensing, many OEMs recognize
JASO testing requirements for ATFs.
JASO Specifications
Slipping Clutch
• JASO 1-A 13– Standard JASO ATF specification Anti-shudder performance
• JASO 1-A 13-LV – Low Viscosity (6.5 cSt max)
• JASO 2-A 13– JASO 1-A 13 without ASD
Performance
Shear Stability
• Method: JASO M347 New
• Requirements: KV100 after shear 5.2 min
μ
Friction Characteristics
(Shifting Clutch) Used
• Method: JASO M348 SAE#2 (NW-461E)

• Requirements: Torque capacity, Dynamic friction
stability, and shift performance Speed
Anti-Shudder Performance Reasonable µ level with positive

(Torque Convertor Clutch) slope required
• Method: JASO M349 LVFA (D-0600-02)
• Requirements: Durability of positive m-V slope

Heavy-duty ATF Specifications
Region / Standard Intermediate Long / Extended

OEM
Type Drain Interval Drain Interval Drain Interval
1000/2000,
Allison TES-295®
3000, and 4000 Allison TES-389™ -
Allison TES-468™
Series
H 40 EP™
- - Allison TES-468™
H 50 EP™
5000, 6000,
8000, and 9000 Allison TES-439™ - Allison TES-353™
Series
Service Bulletin 13 & 118 Service Bulletin 13 & 118
North America -
Standard Drain (36K mi) Long Drain (72K mi)
G607 – H55.6335xx G1363 – H55.6336xx

Europe -
Standard - 60,000 km Long - 120,000 km
ZF TE-ML 14A ZF TE-ML 14B ZF TE-ML 14C

EcoMat
30,000 km 60,000 km 120,000 km
ZF TE-ML 20B ZF TE-ML 20C
EcoLife -
60,000 km 120,000 km
All 339 Type V1/Z1 339 Type Z2/Z11 339 Type V2/Z3/Z12
STD 1273,40 – Trucks

All - STD 1273,42 – VCE
STD 1273,41 – VCE
MB 236.7
All - -
MB 236.9

ATF Formulations
44 © 2017
Typical ATF Additives
Dispersants
• Sludge and varnish control
Antioxidants
• Oxidation control
Anti-wear Agents
• Planetary gear, bushing, thrust washer, sprag and pump wear control
Friction Modifiers
• Control clutch plate and band friction
• Shift feel
• Control torque converter and clutch friction
• Prevent shudder
Corrosion Inhibitors
• Prevent corrosion of bushing and thrust washers

Typical ATF Additives
Seal Swell Additives
• Control swelling, hardness, and tensile strength of

elastomers
Pour Point Depressant
• Reduces temperature at which fluid starts to gel
Viscosity Modifiers
• Reduce rate of change of viscosity with temperature;

dispersant type also provides sludge and varnish control

Typical ATF Additive Treat Levels
Vol %
Performance 5-10%
package
Seal Swell agent 0-3%
Pour Point 0-0.5%

Depressant
Viscosity Modifier 3-10%
Total Additive treat: 8-24% PTF
Base Oil
(Group II,III)
Red Dye

Other Automatic Transmissions
48 © 2017
Dual Clutch Transmissions

(DCT)
49 © 2017
GETRAG DCT Video


Technology Update
Hardware
• Combines elements of both manual
and automatic transmissions
Market
• DCT currently attracting great
interest
• Especially in Europe where market
share projections approach 20%
by 2020
DCT Pros
+ Fuel Efficiency
- Launch feel
+ Shift Feel may be not as
Manufacture
DCT Cons
+ MT smooth as
manufacturing stepped AT
• First commercial transmission (EU)
introduced by VW
• Driven by fuel efficiency and driver
comfort


How They Work
• 2 input shafts are connected to two different clutches
– 1,3,5 gears are connected to one
– 2,4,6 gears are connected to the other
Input
Output Shaft
Shaft
Input Shaft 1
Double-Clutch Transmission Input Shaft 2

Module
Youtube DCT Video - https://www.youtube.com/watch?v=cd10wif87Qk


How They Work
• Consecutive gears can be “synchronized,” but only one gear is connected to
engine via active clutch
– e.g; While 2nd gear is synchronized and engaged, 3rd is “synchronized”
and disengaged.
• To change from 2nd gear to 3rd gear, the secondary clutch opens (disengages)
while the primary clutch closes (engages)
– Shortest shift time of any production transmission type
2nd Gear
3rd Gear
Torque
Time

Dual Clutch Transmission Technology Trends

Wet and Dry Clutch Systems
Dry-DCT Applications
• Used in medium segment car market
• Torque limitation of 250Nm
Wet-DCT Applications
• Used in high torque demanding vehicles to improve heat dissipation and
friction performance.
• Also finds application with very small engines, where heat dissipation is
critical
Dry DCT PROs
Wet DCT PROs

Higher Torque
Simplicity Heat & Friction Capacity Requires special
losses DCT Fluid
Use only gear Improved
oil Drivability friction, Shorter oil drain
Wet DCT CONs

Higher Torque controllability interval (i.e. ~40K
Dry DCT CONs
efficiency Limitation and heat mi for VW)

(250Nm) dissipation
Cost
Faster shifts

DCT Fluid Requirements
Dry-DCT Fluid Requirements
• Gear Pitting protection

• Friction and wear control for synchronizers
• Corrosion resistance
• Material compatibility
• Oxidation control
• Manual Transmission Fluids can typically

meet dry clutch DCT needs
Wet-DCT Fluid Requirements
• Same as for Dry DCT, but adding / balancing

Clutch Friction control and Anti-Shudder Durability

DCT Summary
Dual Clutch Transmissions are essentially manual transmissions that can shift
automatically
DCT Fluids need to have the following properties

1. Gear Pitting protection
2. Friction and wear control for synchronizers
3. Corrosion resistance
4. Material compatibility
5. Oxidation control
6. Adding / balancing Clutch Friction Control
7. Anti-Shudder Durability

Continuously Variable Transmissions

(CVT)
57 © 2017
SAE CVT Video

Continuously Variable Transmissions Hardware
Engine Efficiency
Variator
• Key component allowing continuous
Efficiency
step-less change in gear ratio
• Engine run at optimum efficiency
• Fuel economy and performance
6-speed
4-speed
CVT
• Smooth power delivery, no ‘shift YouTube CVT Video
shock’
• Driving performance – minimum
power loss during ratio changes RPM
OEMS Using CVTs Today
Types • Nissan
• Subaru
• Steel belt – push or pull belt types • Honda
• Toroidal – traction drive • Toyota
• Hydromechanical – combination of • Audi
hydraulic and mechanical • Ford
• GM


Variator System
Metal ‘V-belt’ and Conical Pulley

System
• Gear reduction ratio = Ro / Ri
• Defined by radius of belt travel on
pulley
• High clamping forces prevent belt from
slipping
• Radius of belt travel controlled by width
of pulley
Nissan CVT Video

http://youtu.be/GLNqzn7WgDQ?t=31s
http://www.nissanusa.com/content/dam/nissan/vehicles/2013/pathfinder/colors-photos/videos/cvt.mp4


VDT – Push Belt
• Developed by Van Doorne Transmissie (VDT)
• Push belt consists of ~300 steel blocks connected by flexible steel rings
• Force transmitted from pulley to pulley via compressional forces
between belt elements
Driving Driven
Pulley Pulley
Contact surface


LuK chain – Pull Belt
• Chain links joined by rocker pins
– Pulley clamping force acts on rocker pin ends
• Force transmitted by tension on chain links
Driving Driven
Pulley Pulley
Subaru Chain CVT Transmission Video:

http://www.subaru.com/engineering/transmission.html


Fluid Requirements
Steel-on-Steel Friction
• Wear control
• Fatigue and sliding wear control
Shear Stability
• High pressure pumps shear fluids aggressively
Oxidation Stability
• CVTs run hot
• Fill for life application
Paper-on-Steel Friction
• Starting clutch, torque converter clutch, forward-reverse clutch
All other conventional ATF

properties
• Hydraulic performance, antifoaming, transmission coolant, seal
compatibility, non-corrosive

CVT Fluid Technology

Typical Properties – Commercially Available Fluids
• No public specifications exist for CVT Fluids
• Typical properties of commercially available CVT Fluids for VDT:
Properties Typical Values
Kinematic Viscosity at 100°C ~ 7.00 cSt
Viscosity Index ~200
Brookfield at -40°C <9,000 cP
Shear Stability <10% shear Loss KV100
Typical Elements B, P, Ca (high level), some have Zn or Mg
Cu Corrosion 1b
Oxidation Stability Exceed JASO 1A
4 Ball Extreme Pressure Welding Load ~160 kg; Load Wear Index ~30
JASO Anti-Shudder Durability Durability less than 100 hours
JASO Clutch Friction M348 MuD Change: ~10%
Max. Mu0/MuD: 0.91 – 1.12
Min MuT: ~0.11
Steel on Steel (SOS) Friction 0.11 – 0.13 for NS-2, TC, HCF-2, Audi CVTF, ZF CVTF
0.09 – 0.11 for HMMF VDT: Van Doorne Transmissions

CVT Summary
• A CVT has few parts compared to other automatic transmission types

– Uses two variator pulleys and a belt or chain instead of a planetary gear
set
– Has a continuum of gear ratios rather than discrete steps of ratio
• CVTs allow for a smoother power delivery

– Power can be optimized for acceleration or fuel economy
• CVTs cannot handle higher torque applications
• CVT Fluid needs to do everything a normal ATF does, but with steel-on-steel
friction performance as well

Fluid Requirements Comparison

CVTF vs DCTF vs ATF
OEM Requirements CVTF DCTF ATF
Steel on Steel Friction ✓  
Wear Protection ✓ ✓ /✓
Paper on Steel Friction /✓ ✓ ✓
Shear Stability ✓  
Oxidation ✓ ✓ ✓
Air-release ✓ ✓ ✓
Gear Protection  ✓ ✓
✓: Major : Minor : Not Required
Automatic Transmission Fluids Summary
Transmission Trends
• Stepped planetary transmissions remain predominant
• Increase in gear ratios to improve fuel economy
• Reduced size and weight
• Aggressive slipping clutch
• Nonconventional transmissions gain market share
• CVT growth in Asia and North America
• DCT growth in Europe

Automatic Transmission Fluids Summary
Fluid Trends
• OEMs specify ATF with:
• Exact friction requirements
• Anti-shudder durability
• Friction Durability
• Specific viscosity and shear stability requirements
• Better oxidation performance for longer drain intervals
• Low Viscosity ATF becoming more predominant

• Improved fuel economy
• Longer oil drain intervals
• Service-Fill market preference towards Multi-Vehicle ATF
• CVTs and DCTs require genuine OEM fluids

Appendix
InfineumInsight.com/Learn
69 © 2019
© 2017
2019 Infineum
Infineum International
International Limited.
Limited. All Rights
All Rights Reserved.
Reserved. 2017160.
2017160.
ATF specifications: US OEMs
Type F
MERCON®
MERCON®
V
MERCON® SP
MERCON® LV
DEXRON®
DEXRON®-II
DEXRON®-IIIG
DEXRON®-IIIH
DEXRON®-VI
ATF+3®
ATF+4®
Allison C4 TES-439
TES-389
TES-295
1967 1972 1977 1982 1987 1992 1997 2002 2007 2012 2015

Fluid improvement trend
Base stock
requirement MERCON®
MERCON® V
Anti-Shudder Lower KV MERCON® LV
Grp III
Durability @ 100°C
Grp II
Oxidation Lower Brookfield

Stability @-40°C
Friction High Shear

Durability Stability

Base stock
requirement DEXRON® -IIIH
DEXRON® -IV
Grp IV
ALLISON TES-295
Anti-Shudder Lower KV
Grp III
Durability @ 100°C ATF+4®
Grp II
Oxidation Lower Brookfield

Stability @-40°C
Friction High Shear

Durability Stability

ATF specifications – HD European OEMs
ZF TE-ML 14 – Ecomat A. 30,000 km

(Trucks, Buses) B. 60,000 km
C. 120,000 km
ZF TE-ML 20 – EcoLife B. 60,000 km
(Trucks, Buses) C. 120,000 km
Voith (EU) G607 – H55.6335xx: Standard - 60,000 km
G1363 – H55.6336xx: Long - 120,000 km
Voith (NA) Service Bulletin 13: Standard - 36,000 mi
Service Bulletin 13: Long - 72,000 mi
MAN 339 Type V1/Z1: Standard
Type Z2/Z11: Intermediate
Type V2/Z3/Z12: Long
Mercedes Benz Genuine Oil – MB 236.7, MB 236.9
Volvo STD 1273,40 – Trucks – Standard Drain
STD 1273,41 – VCE : 2000 hrs
STD 1273,42 – VCE : 4000 hrs – Trucks – Extended Drain

ATF specifications: Japanese OEMs
TOYOTA
T-III
TOYOTA
T-IV
TOYOTA
WS
NISSAN
MATIC-D
NISSAN
MATIC-J
NISSAN
MATIC-S
NISSAN
MATIC-K
MITSUBISHI
SP-II
MITSUBISHI
SP-III
HYUNDAI
SP-IV
HONDA
ATF-II
HONDA HONDA ATF-
ATF-Z1 DW-1
1995 2000 2005 2010 2015

ATF specifications – Asia Pacific OEMs
• No OEM specifications available to public

– Hardware designs and fluid requirements confidential
– Common requirements can be seen through industry activities: JASO
Toyota Type T-III Good ASD

Type T-IV Long ASD
Type WS Long ASD, Low Vis 6-spd
Nissan MATIC D No ASD 4-spd
MATIC J Long ASD
MATIC K Long ASD FWD 5-spd
MATIC S Long ASD, Low Vis, RWD 5,7-spd
Honda ATF-Z1 AT
DW-1 High VI ATF
Hyundai / Kia SP-III Long ASD
SP-IV Long ASD, Low Vis 6-spd

Key JAMA requirements
Shear Stability
• Method: JASO M349-95 Sonic
• Requirements: KV100 after shear 5.7 minimum
• ~20% max vis. loss when fresh fluid KV100 is 7.1
Friction Characteristics
(Shifting Clutch)
• Method: JASO M348-2002 SAE#2 (NW-461E)

• Requirements: Torque capacity, Dynamic friction
stability, and shift performance
Anti-Shudder Performance
(Torque Convertor Clutch)
• Method: JASO M349-2001 LVFA (D-0512)

• Requirements: Durability of positive m-V slope

Lower KV
@ 100°C TOYOTA T-IV
TOYOTA WS
MITSUBISHI SP-III
Anti-Shudder Lower Brookfield

Durability @-40°C HONDA Z1*
NISSAN MATIK-J
NISSAN MATIC-S
Torque Capacity High Shear

(MuT) Stability
*Honda Z1 performance suggests hardware uniqueness

Oxidation test in ATF – ABOT
• Aluminum Beaker Oxidation Test (ABOT) is a bench test required for

official Ford MERCON® and MERCON® V ATF qualification
– Immersed in beaker circulates and shears test fluid
– External heaters maintain fluid temperature of 155°C (311°F)
– External air pumped into gear pump
– Metal catalysts submerged in fluid to evaluate fluid's tendencies
to attack metals, such as lead, copper, and aluminum.
– Fluid samples drawn at intervals throughout test and at end of
test, and analyzed for
• Pentane insolubles, 300 hours max %
• Differential IR carbonyl absorbance, 300 hours max per cm
• Total acid number change, 300 hours max
• Viscosity change, 300 hours max %

Oxidation test in ATF – THOT (or GMOT)
• Turbo Hydra-matic Oxidation Test is designed to evaluate an automatic

transmission fluid's oxidation resistance, thermal stability and material
compatibility characteristics; required for official GM DEXRON® ATF qualification
– 7.5 kW electric motor and GM 4L60E Electronic Transmission
– 450 hours steady state
– Test fluid temperatures maintained at 163°C (325°F)
– External air pumped into transmission
– Fluid samples drawn at intervals throughout test and at end of test, and
analyzed for
• Products of oxidation
• TAN increase
• Differential IR
• Viscosity increase
• Wear metals
– End of test evaluation includes used fluid analysis and transmission
component rating for sludge accumulation

Oxidation test in ATF – DKA
• DKA (or CEC L-48-A-95 method) is mostly

used in Europe
– Test tube 100 ml of fluid sample
– Air flow 5L/hr
– Test fluid temperatures maintained at
150°C – 170°C
– Test duration: 192 hrs
– Fluid samples drawn at intervals
throughout test and at end of test and
analyzed for
• Change in KV40°C and KV100°C
• TAN increase
• Differential IR
• Insoluble content and varnish deposit

Oxidation test in ATF – ISOT
• Indiana Stirring Oxidation Test is designed to

evaluate an automatic transmission fluid's oxidation
resistance, thermal stability, and material
compatibility characteristics; mostly used in Japan
– Test tube 250 ml of fluid sample
– Temperature can vary (150-165°C);
SOP is 165.5°C (+/-0.5°C)
– Test duration can range from 48 hrs to
500 hrs; SOP is 96 hrs
– Stirrer RPM at 1300 rpm (+/- 15)
– Steel and copper catalyst ring added to
sample during testing
• Change in KV100°C, KV Ratio
• TAN increase
• Differential IR, @carbonyl (1725 cm-1)
• Copper corrosion
• Varnish stick rating

Ford and GM specification comparison
100°C -40°C Shear Oxidation Friction Anti-

Viscosity Brookfield stability durability shudder
durability ◊
13,000 cP 6.0 cSt MIN
MERCON® 6.8 cSt MIN
MAX (20hr KRL) + ++ +
V
13,000 cP 5.5 cSt MIN

MERCON® 6.2 cSt MIN
MAX (20hr KRL) ++ +++ ++
LV*
DEXRON® - 15,000 cP 5.5 cSt MIN

6.4 cSt MAX +++ +++ +
VI MAX (40hr KRL)
* Predicted since spec not released

◊ Material specific

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What are the different types of transmissions discussed in the document?

What are the different types of transmissions discussed in the document?

What factors are driving trends in transmission development?

What factors are driving trends in transmission development?

Performance you can rely on.

Power Transmission Fluids

Transmission and Market Trends

Automatic Transmissions – Stepped Planetary (AT)

Automatic Transmissions – Dual Clutch (DCT)

Automatic Transmissions – Continuously Variable (CVT)

• Hardware components and their impact on CVTF

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What Does A Transmission Do?

• Power Transmission Fluids (PTF) relate to fluids necessary for proper

• Automatic Transmission Fluids (ATF), generally, relate specifically to fluids

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• Stepped Automatic Transmission (AT)

Stepped Automatic Dual Clutch Continuously Variable

+ Torque due to no - Torque

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Transmission Trend Drivers

Fuel Economy And Emissions

Compact Size And Reduced Weight

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Global Transmission Production

Global Transmission Production

Passenger Car And Light Duty Transmissions

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Global Automatic Transmission Production

Global Automatic Transmission

Automated Manual Transmission (AMT)

Reduction Transmission (Electric)

DCT Dual Clutch Transmission (DCT)

AT Continuously Variable Transmission (CVT)

Stepped Automatic Transmission (AT)

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Transmission Hardware Trends

Manual AISIN AISIN

20% 20% 20%

DATA SOURCE: IHS

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ATF Market Review

• Last used in pre-2006 vehicles now being retired; CVTF

• Ford MERCON®-V, Chrysler ATF+4, Honda Z-1,

• Nissan vehicles with CVTs now reaching end of

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Stepped Planetary Automatic Transmission

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Automatic Transmission Hardware

Photo source: BMWBLOG.COM

Automatic Transmissions Hydraulics

Act as a Hydraulic Fluid

• Components Antifoam properties

Remove Heat Efficiently

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Automatic Transmission Gear Reduction

• Three Main Components