Transmission Fluid Research: ATF :

ATF fluid research has led me to discover the following information. I document it here as well as
on several Wikipedia pages I created/modified on Mercon, Dexron, Mopar, and Toyota
automatic transmission fluids.

Lifetime Fluids and Dipstick-less Transmissions:

The 1967 Ford Type-F fluid specification was intended to produce a “lifetime” fluid which would
never need to be changed. This is the first of many Ford “lifetime” fluids. The 1974 Ford Car
Shop Manual reads "The automatic transmission is filled at the factory with "lifetime" fluid. If it is
necessary to add or replace fluid, use only fluids which meet Ford Specification M2C33F. Many
other transmission manufacturers have followed with their own "Lifetime" automatic transmission
fluids".
To understand how a fluid can last a "lifetime", a study of the 1939 Chrysler Fluid Drive Fluid is
needed. The November 1954 edition of Lubrication Magazine (Published by The Texas
Company, later known as Texaco) featured a story called "Evolution of the Chrysler PowerFlite
Automatic Transmission". This article described the fluid used in the 1939 Chrysler Fluid Drive
and its subsequent revisions and enhancements through 1954.

A section of the feature described the lubrication of the Fluid Drive's fluid coupling, it reads "The
fluid drive fluid coupling is partially filled with Mopar Fluid Drive Fluid, a special highly refined
straight mineral oil with a viscosity of about 185 SUS at 100° F., excellent inherent oxidation
stability, high viscosity index (100), excellent ability to rapidly reject air, very low natural pour
point ( -25° F.) , ability to adequately lubricate the pilot ball bearing and seal surface, and
neutrality towards the seal bellows.
The fluid operates under almost ideal conditions in what is essentially a hermetically sealed case,
the small amount of atmospheric oxygen initially present being removed by harmless reaction
with the fluid so as to leave a residual inert (nitrogen) atmosphere. As a consequence it has not
been necessary to drain and replace the fluid, and the level-check recommendation has been
successively extended from the original 2,500 miles to 15,500 miles and finally to "never" - or the
life of the car.
Since drains and level checks were not only unnecessary but frequently harmful ( through the
introduction of more air, and seal-destroying dirt) Chrysler eventually left off the tempting level
inspection plugs. This mechanism is therefore one of the very few that is actually lubricated for
the life of the car. There are now myriad examples of couplings that have operated well over
100,000 miles without any attention whatsoever and were still in perfect condition when the car
was retired.
"Umbrella Style Automatic Transmission Air Breathing Suppressor (TABS) from a 2017
Chevrolet Bolt EV Any automatic transmission fluid will last longer if the transmission case could
be hermetically sealed, but transmissions have several potential entry points for air:

1. The Dipstick Tube. Any transmission with a dipstick tube has the potential to let additional
oxygen into the transmission through a dipstick or dipstick tube plug that is not fully seated in the
tube, or through the process of using the dipstick to check the fluid level. Many modern
transmissions do not have a dipstick, they have sealed transmission fluid level check plugs. By
removing the dipstick, the transmission manufacturer has also removed a potential entry point for
oxygen; this reduces the potential for fluid oxidation. A sealed transmission will have longer
transmission fluid life than a non-sealed transmission.
2. The Transmission Vent. Transmissions need vents to compensate for internal pressure
changes that occur with temperature changes. Without those vents, pressure could build
resulting in seal and gasket leaks. Older transmissions had large vents with not much more than
a steel wool filter to keep out larger contaminates. The large vents allowed for easy inlet and
outlet of air which results in additional oxygen being introduced into the transmission. Oxygen
reacts with transmission fluid and can cause oxidation, rust, and corrosion. Ford, and other
transmission manufacturers have learned to use smaller vents with one-way Transmission Air
Breathing Suppressor (TABS) valves in them to prevent oxygen entry into their transmissions.
Any automatic transmission fluid will last longer if it comes from an unopened container
1. Containers storing automatic transmission fluid (ATF) should always be sealed; if exposed to
the atmosphere, ATF may absorb moisture and potentially cause shift concerns.
2. When performing repairs on ATF equipped transmissions, it is important to use only new,
clean ATF when refilling the transmission. Never reuse ATF. Lifetime automatic transmission
fluids made from higher quality base oil and an additive package are more chemically stabile,
less reactive, and do not experience oxidation as easily as lower quality fluids made from lower
quality base oil and an additive package. Therefore, higher quality transmission fluids can last a
long time in normal driving conditions (Typically 100,000 miles (160,000 km) or more). The
definition of 'Lifetime Fluid" differs from transmission manufacturer to transmission manufacturer.
Always consult the vehicle maintenance guide for the proper service interval for the fluid in your
transmission and your driving conditions.
Example: A 2018 Ford F-150 with "Lifetime Fluid" could have three different fluid service
intervals depending upon how the vehicle is driven:
1. Normal Driving - Normal commuting with highway driving, No, or moderate, load or towing,
Flat to moderately hilly roads, No extended idling. Replace automatic transmission fluid every
150,000 mi (240,000 km)
2. Severe Driving - Moderate to heavy load or towing, Mountainous or off-road conditions,
Extended idling, Extended hot or cold operation. Replace automatic transmission fluid every
30,000 mi (48,000 km)

3. Extreme Driving - Maximum load or towing, Extreme hot or cold operation. Replace automatic
transmission fluid every 30,000 mi (48,000 km)

IAA 2019
Volvo XC90

Electrifying XC90’s:
B5 mild hybrid petrol AWD and B6 mild hybrid petrol AWD.
It has an integrated starter generator (ISG) and a kinetic energy recovery braking system
work in conjunction with a 48 V electrical system.
Previously this has been used in diesel engine with mild hybrid technology.
Production : XC90 B5 mild hybrid petrol AWD : end of 2019
B6 mild hybrid petrol AWD : mid-February 2020.
It has automatic transmissions and the advanced 8-speed "shift-by-wire" system.
T5 AWD and T6 AWD models will be discontinued.
https://www.springerprofessional.de/en/gasoline-engine/hybrid-drive/volvo-xc90-features-
new-mild-hybrid-petrol-engines-/17144580

Volkswagen

Evo Diesel Engines to Use Twin Dosing Process.

twin dosing process, AdBlue is injected by two SCR catalysts that are arranged in series,
premiered in the new Passat 2.0 TDI Evo.
uses two SCR catalysts. The first SCR catalyst is located near the engine, between the
turbocharger,
it is located where the required exhaust gas temperatures between 220°C and 350°C
can be achieved quickly after a cold start.
second SCR catalyst increases the conversion rate.
the NOX emissions of the twin dosing process are 80 percent lower compared to models
of the previous generation.
Used in : new Pasat 2.0TDI Evo and new Volkswagen Golf 8’s TDI.

https://www.springerprofessional.de/en/exhaust-gas-aftertreatment/nitrogen-oxides--nox-
/new-volkswagen-evo-diesel-engines-to-use-twin-dosing-process/17140650