Team News: 4.

8 Transmission Fluids
December 1, 1999

AUTOMATIC & POWERSHIFT TRANSMISSION FLUID

SPECIFICATIONS

DIFFERENTIATING OEM REQUIREMENTS

Passenger cars, buses, large trucks, farm tractors, and construction equipment have
different requirements for transmission fluids. This results in a plethora of OEM
specifications: GM DEXRON , Ford MERCON , Chrysler ATF+3 , Allison Type C-4,
Caterpillar TO-4, and so forth. As performance requirements change with changes in
transmission design, the use of new friction materials, and the trend towards “fill-for-life”
or “long-life” fluids, additional transmission fluid specifications are being issued. These
include Chrysler ATF+4 and MERCON V. Since many of these fluids have unique
requirements and are not interchangeable, this presents the potential for problems if the
incorrect fluid is used in a specific transmission.

In this article, we will discuss the different types of OEM fluids used in automatic and
powershift transmissions, how they differ from each other, and which 76 product(s)
should be used in each case. Although individual products have been discussed in
previous Team News articles, this article includes more detailed information and
incorporates the latest OEM specifications. Our goal is to help educate the consumer
about the different products and hopefully eliminate misapplication of transmission
fluids.

Requirements of Automatic Transmission Fluids

In general, ATF performance is defined by the service fill specifications of the

manufacturers of passenger car and commercial vehicle transmissions. These
specifications establish testing procedures and pass/fail criteria for performance
parameters such as wear protection, oxidation stability, seal compatibility, and shift
quality. The effect of the transmission fluid on the friction surfaces of the clutches and
Team News: 4.8 2 Transmission Fluids
December 1, 1999

bands is of vital importance to smooth operation of the transmission. The transmission

fluid must not attack the friction surfaces and must provide the correct frictional
characteristics as the clutches and bands come into engagement in order to ensure
acceptable driveability for a particular vehicle. These required frictional characteristics
are defined by the transmission manufacturers and must not change significantly over the
life of the fluid.

Transmission fluids for passenger cars may be divided into two groups: those that
contain friction modifiers, and those that do not. Friction modifiers are special additives
that make the fluid more “slippery” under certain operating conditions. Until the
mid-1970’s, Ford produced transmissions with relatively small frictional surfaces. The
bands and clutches had to be applied quickly with high pressure to prevent overheating
and wear caused by excessive slippage. This required a non-friction-modified fluid with
a higher static coefficient of friction than dynamic coefficient of friction. That is, the
frictional forces between the clutches and bands are greater when there is no relative
motion between the components (lockup) than when they are sliding against one another
before lockup (see Figure 1). This produces a characteristic “hard” shift.

Figure 1. Ford Type F Frictional Requirements (High Static Friction).

GM transmissions, on the other hand, require a more “slippery” fluid to permit smooth
shifting without shudder. As the clutch or band locks up, friction modifiers react to
actually decrease the coefficient of static friction. That is, the coefficient of static friction
is less than the coefficient of dynamic friction (see Figure 2). This allows the use of
lower clutch and band application pressures, resulting in a very smooth shift feel, but
requires larger bands and more plates in the clutch packs to prevent excessive slippage
and heat buildup.
Team News: 4.8 3 Transmission Fluids
December 1, 1999

Figure 2. GM DEXRON Frictional Requirements (Low Static Friction).

Use of the wrong fluid in either transmission could result in poor shift quality and
shortened component life. Use of a GM DEXRON fluid in any 1961-1976 and some
1977-1981 Ford transmissions would lead to excessive slippage and rapid wear of band
and clutch friction material. Conversely, use of a Ford Type F fluid in a GM vehicle
would induce stiff shifting and customer complaints. Today, there are only minor
differences in the frictional requirements for Ford and GM transmissions, so that one
fluid can be used for both. But other manufacturers, such as Chrysler and Toyota, have
different frictional requirements for their transmission fluids. Thus, the customer must be
aware not only of each manufacturer’s fluid requirements, but also of the model year of
the vehicle. Differences in frictional characteristics are the primary reason why one
transmission fluid cannot be used in all transmissions.

Requirements of Commercial Transmission Fluids

The fluid requirements for automatic and semi-automatic transmissions used in larger
commercial vehicles are defined by manufacturers such as Allison (Type C-4) and
Caterpillar (TO-2, TO-4). The frictional requirements for Type C-4 and TO-2 fluids are
very broad. Both specifications can be met with friction-modified passenger car ATFs
and tractor hydraulic fluids, or with non-friction-modified heavy-duty engine oils and
Caterpillar TO-4 fluids. On the other hand, the newer Caterpillar TO-4 specification calls
for a fluid with substantially different frictional characteristics (more like a Type F fluid),
improved wear protection, and enhanced seal and friction material compatibility. The
demanding Caterpillar TO-4 specification defines a fluid that is essentially a unique,
specialty lubricant.
Team News: 4.8 4 Transmission Fluids
December 1, 1999

Powershift transmissions used in off-highway construction equipment have different fluid

requirements than passenger car automatic transmissions because of higher load factors
and the use of a wider variety of clutch materials. Current passenger car ATFs are
friction-modified for smooth shifting, whereas commercial powershift fluids are not
friction-modified in order to obtain the highest clutch and braking capacity. Powershift
transmissions require more active antiwear and EP protection than passenger car
transmissions because gears and bearings are much more heavily loaded. Passenger car
ATFs use a viscosity modifier to give good low temperature performance, whereas OEMs
such as Caterpillar and Komatsu prefer monograde oils (i.e., no viscosity modifier) that
are not susceptible to shear so that the gears obtain maximum oil film thickness.
European OEMs such as Voith and ZF also have a high shear stability requirement for
transmission fluids used in their commercial transmissions to assure adequate film
thickness. Powershift transmissions use a wide variety of clutch materials, such as paper,
elastomeric, bronze, and graphite, whereas passenger car transmissions use mostly paper
friction materials. In addition, certain off-highway equipment and all farm tractors utilize
oil-cooled brakes, so wet brake friction performance is important. These differences are
summarized in Table 1.

Passenger Car ATF Powershift Fluid/TO-4 Fluid

Friction-modified for smooth shifting Not friction-modified for highest clutch and
(“slippery”) braking capacity (“grabby”)

Less active AW and EP for lighter loads More active AW and EP for heavier loads

Viscosity modifier for low temperature No viscosity modifier for maximum film
performance thickness (shear stability)

Mostly paper friction materials; no wet Paper, elastomeric, bronze, and graphite clutch
brakes materials; wet brakes

Table 1. Differences Between Passenger Car ATFs and Powershift Fluids.

In the following sections, we will discuss the different passenger car and commercial
transmission fluid specifications and list the recommended 76 product(s) for each.
Team News: 4.8 5 Transmission Fluids
December 1, 1999

PASSENGER CAR AUTOMATIC TRANSMISSION FLUIDS

Ford Motor Company

For 1960 and earlier model-year automatic transmissions, Ford recommends the use of a
Type A or Type A, Suffix A fluid. These fluids are first generation friction-modified
ATFs developed by General Motors. 76 Multi-Purpose ATF or 76 Super ATF may be
used in these vehicles.

For Ford automatics in 1961-1976 model-year vehicles, and in many 1977-1981 models,
Ford ESP-M2C33F (Type F) fluid is required. Many early 1980’s Mazda, Toyota, and
Volvo automatics also specify a Type F fluid. This fluid is not friction-modified.
76 ATF-Type F is specially designed for use in these transmissions. If 76 ATF-Type F
is not available, 76 HT/4 Fluid 10W may be used as an alternative. Do not use a
friction-modified fluid such as 76 Super ATF, 76 Multi-Purpose ATF, or 76 ATF+3 
Fluid in these transmissions; this could result in poor shift quality and accelerated wear
from excessive slippage, as discussed above. (Note: The Ford ESP-M2C33G
specification is a non-friction-modified fluid for certain Ford transmissions made in
Europe. 76 ATF-Type F may be used in those transmissions.)

In 1977, Ford’s first friction-modified transmission fluid, ESP-M2C138-CJ (Type CJ),

was introduced. This was followed in 1981 with an improved fluid with better friction
characteristics, ESP-M2C166-H (Type H) fluid. 76 Super ATF or 76 Multi-Purpose
ATF are recommended for transmissions specifying Type CJ or Type H fluids.

Starting with 1988 model-year vehicles, Ford began using the MERCON  specification
(Ford ESP-M2C185-A) for all its worldwide requirements. This fluid was developed to
reduce the number of ATFs needed to service Ford automatic transmissions, and is also
used in certain Jeep/Eagle and Mazda automatics. It has frictional characteristics very
similar to GM DEXRON fluids. The MERCON specification was revised in 1992,
with significant improvements in oxidation stability, friction retention, wear protection,
and low temperature properties. MERCON fluids are back serviceable to all Ford
vehicles produced since 1981, and some earlier models, and replace DEXRON -II,
Type CJ, and Type H fluids in Ford’s recommendations. MERCON fluids specifically
do not replace Type F or Type G (European) fluids, because those fluids are not
friction-modified.
Team News: 4.8 6 Transmission Fluids
December 1, 1999

76 Super ATF is recommended for use in all Ford transmissions specifying MERCON
fluid (but not MERCON V fluid, as discussed below). For pre-1992 vehicles specifying
MERCON fluid, 76 Multi-Purpose ATF may also be used. (Note: 76 Multi-Purpose
ATF does not meet the low temperature viscosity requirements of the revised MERCON
specification, and hence is not recommended for newer vehicles.)

For certain 1997 and later vehicles, Ford specifies MERCON V fluid. MERCON V
was developed primarily as a factory fill fluid for transmissions with continuous slip
torque converters. It is intended as a “fill-for-life” fluid under normal driving conditions,
with a 30,000-mile drain interval under severe conditions. ( Note: Severe conditions are
defined as towing a trailer or camper; extensive idling or low speed driving; operating in
dusty conditions; and off-road operation.) The MERCON V specification calls for
significant improvements in anti-shudder durability, shear stability, low temperature
fluidity, and antiwear performance. MERCON V is back serviceable for most Ford
automatics except those specifying Type F fluid.

MERCON V ATF has significantly different physical properties than current

DEXRON -III/MERCON fluids such as 76 Super ATF. Low temperature viscosity
targets are 5,000 to 13,000 cP at –40oC, compared with a 20,000 cP limit for
DEXRON -III/MERCON fluids. This lower limit can only be met with synthetic, part
synthetic, or highly refined high VI, wax-free mineral base oils. 76 Lubricants Company
currently does not offer a MERCON V product, but will be adding a MERCON V
fluid to the product line next year (2000).

Fluids meeting MERCON or MERCON V requirements must be licensed to use the

MERCON trademark. Approved fluids are assigned a unique identification number
(M-xxxxxx). Only fluids meeting the latest MERCON or MERCON V specifications
may be licensed.

A summary of the recommended 76 products for Ford automatic transmissions is given in

Table 2. For additional history on Ford Motor Company ATFs (through MERCON ),
please review Team News 4.4.
Team News: 4.8 7 Transmission Fluids
December 1, 1999

Model Year Specification Name 76 Product

Type A or Super ATF
1949-1960
Type A, Suffix A Multi-Purpose ATF
ATF-Type F
1961-1981 M2C33-D/F Type F
HT/4 Fluid 10W
Super ATF
1977-1981 M2C138-CJ Type CJ
Multi-Purpose ATF
Super ATF
1982-1987 M2C166-H Type H
Multi-Purpose ATF
Super ATF
1988-1992 M2C185-A MERCON
Multi-Purpose ATF
MERCON
1992-present Super ATF
(revised)
Product to be introduced in
1997-present MERCON V
2000

Table 2. Ford Motor Company Passenger Car Automatic Transmission Fluids.

General Motors Corporation

For 1966 and earlier model-year vehicles, GM recommended the use of either Type A or
Type A, Suffix A fluid in its automatic transmissions. Starting with 1967 model-year
vehicles, GM began specifying DEXRON fluid (GM 6032-M). Type A and DEXRON
fluids are friction-modified. DEXRON has undergone several upgrades through the
years, with improvements in low temperature fluidity, high temperature oxidation
stability, retention of frictional properties in service, and seal compatibility. These
improvements, plus improvements in transmission design, have resulted in increased
drain intervals. Current DEXRON  -III fluids are fill-for-life under normal service, with a
50,000-mile drain interval for severe service (for most vehicle models). DEXRON -III
quality is used as a model fluid by many other manufacturers, including certain European
and Japanese OEMs.

DEXRON -III fluids (GM 6297-M) are back serviceable to 1949 for all General Motors
automatic transmissions used in passenger cars and light trucks. DEXRON  -II fluids
(GM 6137-M) cannot be used in 1992 and newer vehicles because they do not meet the
low temperature viscosity requirements of the DEXRON -III specification. Thus,
76 Super ATF may be used in all GM transmissions specifying DEXRON (or Type A)
fluid, while 76 Multi-Purpose ATF is recommended only for use in pre-1992 vehicles.
Team News: 4.8 8 Transmission Fluids
December 1, 1999

As with MERCON fluids, DEXRON fluids must be licensed to display the DEXRON
trademark. Only DEXRON  -III fluids may be licensed; all previous DEXRON and
DEXRON -II licenses are obsolete. Approved fluids are issued a unique identification
number (G-xxxxx).

GM has announced plans to upgrade their DEXRON  -III specification, possibly to

DEXRON -IV, but the exact timing is uncertain. Details of this new specification will
be discussed when they are released.

A summary of the recommended 76 products for GM automatic transmissions is given in

Table 3. For additional historical information on GM ATFs, please review Team News
4.4.

Model Year Specification Name 76 Product

Type A or Super ATF
1949-1966
Type A, Suffix A Multi-Purpose ATF
Super ATF
1967-1973 GM 6032-M DEXRON
Multi-Purpose ATF
Super ATF
1974-1991 GM 6137-M DEXRON -II/IID
Multi-Purpose ATF
1992-1994 GM 6137-M DEXRON -IIE Super ATF

1995-present GM 6297-M DEXRON -III Super ATF

Table 3. General Motors Passenger Car Automatic Transmission Fluids.

Chrysler Motors

For all 1987 and earlier model-year vehicles, Chrysler recommends the use of a
DEXRON -IID quality fluid in its automatic transmissions. For 1988 and later vehicles,
Chrysler specifies a special MOPAR ATF-Plus (Type 7176) fluid. Hyundai and
Mitsubishi also recommend the use of ATF-Plus fluids in their automatic transmissions.
This fluid was developed to eliminate shudder upon lockup or partial lockup in automatic
transmissions with lockup torque converters. It has different frictional characteristics
than DEXRON /MERCON fluids, allowing a bit more slippage.
Team News: 4.8 9 Transmission Fluids
December 1, 1999

MOPAR ATF-Plus has undergone several upgrades through the years, with current
ATF+3 quality fluids having a recommended 30,000-mile drain interval under normal
service. 76 ATF+3 Fluid is specially formulated for use in transmissions that specify
MOPAR ATF+3 , ATF+2 , or ATF-Plus , and is the only 76 product recommended for
those transmissions. If 76 ATF+3  Fluid is not available, 76 Super ATF may be used for
topping off only, but not for complete fill since this may affect shift quality.

Chrysler requires written approval to use the ATF+3  trademark, but it does not have a
formal licensing program at this time.

For 1999 model-year front-wheel drive vehicles, the factory fill fluid is MOPAR ATF+4
(Type 9602), which is intended to be a “fill-for-life” fluid. Currently, MOPAR is the
only marketer of ATF+4 . No formal service fill program has been announced to date,
and hence there are no commercial products available as of yet. Interestingly, the
specification for ATF+4 not only has specific performance criteria requirements, but
also specifies the additive chemistry and the particular basestocks that may be used!

A summary of the recommended 76 products for Chrysler automatic transmissions is

given in Table 4.

Model Year Specification Name 76 Product

Super ATF
Pre-1988 DEXRON -IID
Multi-Purpose ATF
1988-1997 MS-7176B/D ATF-Plus , ATF+2 ATF+3 Fluid

1998-present MS-7176E ATF+3 ATF+3 Fluid

1999- MS-9602 ATF+4 No product

Table 4. Chrysler Motors Passenger Car Automatic Transmission Fluids.

Import Vehicles

Most import car manufacturers accept DEXRON -II, DEXRON -III, or Type 7176 fluids
for service fill in their automatic transmissions. Mercedes-Benz accepts only MB
approved fluids, while Sterling and Toyota (Lexus) recommend only their own branded
Team News: 4.8 10 Transmission Fluids
December 1, 1999

ATF. Some general fluid recommendations for import cars are listed in Table 5. These
recommendations do not necessarily include all vehicle models, so always refer to the
owner’s manual for the proper fluid recommendation. ( Note: Listing of 76 products here
does not signify formal OEM approval. For approvals outside the United States, some
European and Japanese OEMs require comprehensive in-house testing in addition to the
latest DEXRON approval.)

OEM Model Year Recommended Fluid 76 Product

Acura Pre-1996 DEXRON -II Multi-Purpose ATF

Audi Pre-1995 (most) DEXRON -II Multi-Purpose ATF
BMW Pre-1996 (most) DEXRON -III Super ATF
Daihatsu Most models DEXRON -III Super ATF
Honda Pre-1996 DEXRON -II Multi-Purpose ATF
Hyundai Pre-1996 Type 7176 ATF+3 Fluid
DEXRON -II
Multi-Purpose ATF
(under warranty)
Infiniti/Nissan Most models
DEXRON -III
Super ATF
(out of warranty)
Isuzu Most models DEXRON -III Super ATF
Pre-1997 DEXRON -III Super ATF
Jaguar
Borg-Warner Type F ATF-Type F
Lexus Most models Toyota Type T IV no product
Mazda Most models DEXRON -II Multi-Purpose ATF
Mercedes-Benz All models OEM approved fluid Super ATF *
Mitsubishi Pre-1997 (most) Type 7176 ATF+3 Fluid
Peugeot Most models DEXRON -II Multipurpose ATF
Porsche Most models DEXRON -III Super ATF
4-speed DEXRON -III Super ATF
Saab
3-speed Type F ATF-Type F
Sterling All models OEM branded fluid no product
Subaru Most models DEXRON -III Super ATF
Suzuki Most models DEXRON -III Super ATF
Pre-1984 (most) Type F ATF-Type F
Toyota
Post-1983 (most) DEXRON -III Super ATF
Volkswagen Pre-1996 (most) DEXRON -II Multi-Purpose ATF
Pre-1984 (most) Type F ATF-Type F
Volvo
Post-1983 (most) DEXRON -III Super ATF

*Note: Meets OEM requirements, but MB is not granting new approvals at this time.

Table 5. Import Passenger Car Automatic Transmission Fluid Recommendations.

Team News: 4.8 11 Transmission Fluids
December 1, 1999

Passenger Car Manual Transmission Fluids

Although domestic and some European automakers recommend ATF (DEXRON  -III or
MERCON ) for use in some of their manual transmissions, the more common
recommendation is either an SAE 75W-90 API GL-4 or API GL-5 gear lubricant or a
genuine OEM gear lubricant. These fluids will not be discussed in this article.

COMMERCIAL AUTOMATIC & POWERSHIFT TRANSMISSIONS

Allison Automatic Transmissions

The Allison Division of General Motors offers both fully automatic and semi-automatic
transmissions for trucks, buses, and off-highway equipment. The earliest fluid
specification, Type C-1, called for a high quality SAE 10W heavy-duty engine oil. In
1967, the Type C-2 specification was issued and included a transmission oxidation test
and a power steering pump wear test. This specification was succeeded by Type C-3,
which included a test for retention of frictional properties and covered both SAE 10W
and SAE 30 viscosity grades. Engine oils, DEXRON /DEXRON -II fluids, and
specialty fluids met the requirements of these specifications.

The current specification for GM Allison automatic and powershift transmissions is Type
C-4. This specification has more severe oxidation stability requirements than Type C-3
fluids. Type C-3 fluids are no longer recommended for use in Allison transmissions.

There are many types of fluids that meet the Allison C-4 specification: heavy-duty diesel
engine oils such as 76 Triton QLT, 76 Guardol QLT, 76 T5X Heavy Duty, and
76 Firebird HD; tractor hydraulic fluids such as 76 Hydraulic/Tractor Fluid and
76 Firebird Tractor Hydraulic Fluid; Caterpillar TO-4 fluids such as 76 HT/4 Fluid; and
passenger car ATFs such as 76 Super ATF and 76 Multi-Purpose ATF. Allison issues a
C-4 approval number for qualified products and publishes a list of approved fluids.

The fluid recommendations and drain intervals for GM Allison transmissions were
discussed in Team News 4.7. In review, the preferred fluid for on-highway transmissions
is a Dexron -III fluid, i.e., 76 Super ATF. The preferred fluid for off-highway
transmissions is a C-4 qualified heavy-duty diesel engine oil, i.e., 76 Guardol QLT
10W, 15W-40, or 30, depending on ambient temperatures.
Team News: 4.8 12 Transmission Fluids
December 1, 1999

Caterpillar Powershift Transmissions

From the early 1970’s until 1991, Caterpillar recommended API CD engine oils that meet
the requirements of Caterpillar’s TO-2 friction test and a fluoroelastomer seal test for use
in their transmissions and final drives. The TO-2 friction test measures the friction
retention of oils used in oil-cooled clutches containing bronze friction materials. This
same standardized test was also one of the requirements for MIL-L-2104D qualification
of engine oils. DEXRON -II quality ATFs and multipurpose tractor hydraulic fluids also
meet the requirements of TO-2.

In 1991, Caterpillar issued a new specification, TO-4, with significantly enhanced

performance requirements for their newer equipment designs using new and diverse
friction materials. This specification replaced the older CD/TO-2 specification. The
differences between CD/TO-2 fluids and TO-4 fluids were highlighted in Team News 4.5.
Suffice it to say that the differences in viscometrics (shear stability), additive chemistry,
and frictional performance are substantial. Whereas a wide variety of oils met TO-2
requirements, only specialized lubricants meet TO-4 requirements. TO-4 fluids are
formulated to eliminate transmission slippage experienced with many CD/TO-2 engine
oils and to provide significantly improved friction and antiwear performance, resulting in
longer equipment life and reduced risk of field failure.

TO-4 fluids must be used in all new Caterpillar equipment under warranty, and are
preferred for older equipment no longer under warranty. They are also recommended for
Komatsu-Dresser powershift transmissions (SAE 10W and 5W-20). Although CD/TO-2
fluids may be used in older equipment, component life may be shortened. Caterpillar
does not have a formal approval program for commercial TO-4 fluids. Each supplier is
responsible for the performance of its own products.

76 HT/4 Fluid is specially formulated to meet the demanding performance requirements

of the Caterpillar TO-4 specification and is the only 76 product recommended for TO-4
applications. The viscosity grade used depends on ambient temperatures and the specific
model transmission. For those customers who choose to use CD/TO-2 fluids in older
equipment, our primary recommendation is 76 Guardol QLT monogrades. Other 76
products that meet TO-2 requirements are 76 Triton QLT, 76 Firebird HD, 76 T5X
Heavy Duty (SAE 15W-40), 76 Hydraulic/Tractor Fluid, 76 Firebird Tractor Hydraulic
Fluid, 76 Super ATF, and 76 Multi-Purpose ATF. However, Caterpillar does not
recommend the use of multigrade oils containing VI improvers in its powershift
transmissions unless they meet the shear stability requirement of the newer Caterpillar
TO-4M specification.
Team News: 4.8 13 Transmission Fluids
December 1, 1999

The Caterpillar TO-4M specification defines the minimum performance requirements for
the use of multigrade oils in Caterpillar transmissions, hydraulic systems, and wet brakes.
Passenger car ATFs, tractor hydraulic fluids, and typical multigrade engine oils do not
meet Caterpillar’s shear stability requirement and thus are not recommended for use in
Caterpillar powershift transmissions. 76 HT/4 Fluid 5W-20 does not contain a viscosity
modifier and thus may be used in Caterpillar powershift transmissions. It is especially
formulated for use in low ambient temperatures.

European Bus, Heavy-Duty, and Off-Road Transmissions

European OEMs such as Voith and ZF typically specify DEXRON -IID or

DEXRON -III fluids for their commercial on-highway transmissions. 76 Super ATF is
recommended for use in Voith DIWA transmissions while both 76 Super ATF and 76
Multi-Purpose ATF may be used in ZF Ecomat automatic transmissions. For off-road
equipment with torque converter transmissions, ZF recommends API CF/SG engine oils,
Caterpillar TO-4 fluids (SAE 10W or 30), or DEXRON  -IID/III ATFs. Both OEMs
maintain lists of approved fluids. 76 Lubricants Company is currently pursuing both
Voith and ZF approvals for 76 Super ATF.

A summary of the recommended 76 products for Voith and ZF transmissions is given in

Table 6.

OEM Application Recommended Fluid 76 Product

Voith DIWA transmissions DEXRON -III Super ATF

API CF/SG Guardol QLT
Converter transmissions
TO-4 HT/4 Fluid 10W, 30
ZF for
Super ATF
off-road equipment DEXRON -IID/III
Multi-Purpose ATF
Super ATF
ZF Ecomat transmissions DEXRON -IID/III
Multi-Purpose ATF

Table 6. European OEM Commercial Automatic Transmission Fluids.

Team News: 4.8 14 Transmission Fluids
December 1, 1999

Multipurpose Tractor Hydraulic Fluids

Multipurpose tractor hydraulic fluids such as 76 Hydraulic/Tractor Fluid are specially

formulated for use in farms tractors and other equipment using a common fluid to
lubricate the transmission, final drive, hydraulic system, and oil-wetted disc brakes. A
careful balance of friction modifiers is required to meet the various friction requirements
for transmission and PTO clutch durability and wet brake performance. In addition, these
fluids require wear protection for transmission gears and hydraulic pumps and extreme
pressure protection for maximum final drive gear life.

Multipurpose tractor hydraulic fluids have the greatest proliferation of proprietary OEM
specifications, principally due to differences in design philosophies and construction
materials. When these systems were first being developed, there were no commercially
available products that provided the type of performance desired by the equipment
manufacturers. Thus, the manufacturers tried to develop fluids that were specific to their
own needs. 76 Hydraulic/Tractor Fluid and 76 Firebird Tractor Hydraulic Fluid
meet the OEM requirements of all major brands of tractors as well as the requirements for
Allison C-4 and Caterpillar TO-2, as listed on the Product Application Sheets. However,
since they contain viscosity modifiers and have different frictional characteristics (they
are more slippery), they do not meet Caterpillar TO-4 requirements and must not be used
in applications specifying a TO-4 fluid.

Passenger car ATFs are not formulated to meet all the special requirements of
multipurpose tractor hydraulic fluids, and must not be used for farm equipment.

For additional information on 76 Hydraulic/Tractor Fluid, please review Team News 4.2.

SUMMARY

Manufacturers of passenger car and commercial automatic transmissions have specific

requirements for their transmission fluids. These fluids cannot be used interchangeably
in all transmissions. Differences in frictional characteristics and other performance
criteria such as shear stability must be taken into account when recommending the proper
fluid. Use of the incorrect transmission fluid may result in poor shift quality and
shortened component life.

Allan W. Perry
Technical Specialist
Engine Oils, ATFs