In the second half of the 20th century, when the automotive industry became not only widespread, but also international, an urgent need arose for the classification and organization of lubricants.
At this time, the Lubrizol laboratory, owned by one of the leading automotive companies, created a new standard for transmission oils. This standard is called Dexron.
Subsequently, the standard was repeatedly revised and modified. Today, most cars operated in the Russian Federation are designed for the Dextron 3 standard.
Although this standard has been replaced by a more advanced one several years ago. Below we will examine in detail what Dexron 3 lubricants are.
Description
ZIC ATF 2 is a fully synthetic transmission fluid. It is based on a base oil developed in-house by SK Lubricants – Yubase. This base oil has the prefix Very High Viscosity Index, which in English means a very high viscosity index and contains a wide range of highly effective additives.
Thanks to the Very High Viscosity Index technology, deep purification of oil fractions is carried out. After this, they undergo catalytic hydrocracking. After which the base oil transforms its structure at the molecular level.
An equally important component of ZIK ATP 2 liquid are oxidation inhibitors. They protect the oil from aging during high-temperature operation and prevent the deposition of varnish and sludge inside the automatic transmission.
The big advantage of ZIC ATF 2 transmission fluid is that it is able to form a strong oily film inside the gearbox. It has a high viscosity, which in turn makes it possible to well lubricate the internal parts of the transmission and remove excess heat from them.
If you do not change the oil in the transmission in a timely manner, it stops lubricating as before and flows into the pan of the car. The next time you start the car, the automatic transmission parts remain without reliable protection until you fill it with fresh oil. The gearbox components begin to rub against each other and become very hot. At the same time, there is a high risk of automatic transmission failure.
To avoid unnecessary expenses for repairs and extend the life of your car, replace the transmission fluid in a timely manner.
Main advantages of the composition
The company says the oil reduces friction twice as much as other products. At the same time, it has an extended replacement interval and is resistant to oxidation and foaming. You have to change the ATF no more often than after 5-7 years of car operation.
Compared to the previous version, the kinematic viscosity of this composition is lower, amounting to 6.5 centistokes at a temperature of 100°C. It better retains lubricating properties at high temperatures, thereby reducing wear of parts and fuel consumption.
Authoritative experts in the automotive industry speak about the advantages of the product:
- Roy Fox, GM Powertrain Transmission Fluid Division Manager: “The amount of testing for this formulation has increased significantly. Therefore, we are completely confident in the declared characteristics.”
- John Sunn, director of transmission company Afton: “The oil is superior to existing formulations in all respects. Therefore, it is very difficult to bring the composition into line with it.”
- Craig Paterson, one of the leading purchasing managers: “To produce this formulation, we will have to use higher quality base oils and additives. I expect procurement costs to increase."
One of the requirements of the standard is its compatibility with previous specifications. Therefore, it is possible to gradually transfer the transmission to this composition. But there are a number of subtleties, and it is better to make a decision after consulting with a car mechanic.
Types and types of Dexron liquids
Let's start with the fact that today you can find fluids ranging from Dexron 2, Dexron IID or Dexron 3 to Dexron 6. In fact, each type is a separate generation of transmission fluid, widely known as Dexron. The development belongs to the concern General Motors (GM), which in 1968 created its own transmission fluid for automatic transmissions, Dexron.
Let us note that in those years the auto industry was at a stage of active development, large automakers everywhere developed tolerances and standards for oils and transmission fluids. Subsequently, these tolerances and specifications became a mandatory requirement for third-party companies producing technical fluids for cars.
Let's return to Dextron. After the first generation of such fluids entered the market, just 4 years later GM was forced to develop the second generation of Dextron.
The reason is that the first generation actively used whale oil as a friction modifier, and the transmission oil itself on this basis quickly became unusable due to high heat in the automatic transmission. A new formula was supposed to solve the problems, which became the basis of Dexron IIC.
In fact, whale oil was replaced with jojoba oil as a friction modifier, and the product's heat resistance was also improved. However, with all the advantages, the composition had one serious drawback - severe corrosion of automatic transmission elements.
For this reason, corrosion inhibitors began to be added to the transmission fluid to avoid the active appearance of rust. The result of such improvements was the appearance in 1975 of the Dexron IID product. Further, during operation, it turned out that the transmission fluid, due to the addition of an anti-corrosion package, tends to accumulate moisture (hygroscopicity), which led to a rapid loss of properties.
For this reason, they quickly stopped using Dexron IID, releasing the product Dexron IIE, filled with active additives that work against moisture and corrosion. It is noteworthy that this generation of liquid has become semi-synthetic.
Moreover, having convinced itself of its effectiveness, after a short period of time the concern released a fundamentally new liquid with improved performance characteristics. First of all, while earlier generations were mineral or semi-synthetic based, the new Dexron 3 ATF was made from a synthetic base.
This solution turned out to be resistant to high heat, had excellent lubricating and protective properties, and remained fluid at low temperatures (up to -30 degrees Celsius). It was the third generation that became truly universal and began to be widely used in automatic transmissions, power steering, etc.
Today, the latest generation is Dexron VI (Dextron 6), developed for the six-speed Hydra-Matic 6L80 automatic transmission. The product has improved lubricating properties, reduced kinematic viscosity, resistance to foaming and corrosion.
Moreover, the manufacturer positions such a liquid as a composition that does not require replacement. In other words, such oil is poured into the automatic transmission for the entire service life of the unit.
Of course, in reality, the oil in the box needs to be changed every 50-60 thousand kilometers, but it is obvious that the properties of Dextron 6 are noticeably improved. As practice shows, Dextron VI also loses its properties over time, but it needs to be changed less often than the outdated Dextron III.
Please note that different manufacturers began to produce automatic transmission fluids quite a long time ago, and the products are produced under the Dexron brand. As for GM, the concern has been producing only this type of fluid since 2006, while other oil manufacturers continue to produce Dextron IID, IIE, III, etc.
As for GM, the corporation is not responsible in any way for the quality and properties of fluids of previous generations, although they continue to be produced according to the Dexron standard. It can also be noted that today Dexron fluids can be standard or HP (high performance) for automatic transmissions that operate in difficult conditions.
There are also Dexron Gear Oils for differentials and clutches, Dexron Manual Transmission Fluid for manual transmissions, Dexron Dual Clutch Transmission Fluid for dual-clutch robotic gearboxes, Dextron for power steering, as well as other units and mechanisms. There is information that General Motors is testing the latest generation of fluid for use as a transmission oil for CVTs.
How do you know when it's time to change the lubricant?
Many manufacturers calculate transmission oil for the entire service life of the vehicle and prohibit its replacement for no apparent reason (for example, automatic transmission overhaul). In fact, the fluid needs to be changed - it, like any other lubricant, is gradually produced and loses its properties. But if the manufacturer declares lifetime use of the same oil and there are no problems with the box, it is better not to touch it.
Key indicators for replacement:
- Unpleasant odors in the cabin. Their appearance can be caused by many factors, but if this happens, it is worth remembering: when was the last time the ATF was changed?
- Slow gear shifting, incorrect operation of the component. As a rule, such problems arise after a long period of ignoring the first signs of the need to change the oil. Their cause is abrasion of friction clutches, the appearance of nicks on surfaces, poor adhesion due to wear and tear of parts.
- Vibrations, extraneous sounds.
Is it possible to mix transmission fluids of different compositions?
When mixing Dexron mineral and synthetic gear oils, a chemical reaction will occur which may cause impurities to precipitate. The working properties of the liquid will deteriorate, which will harm the machine components.
Mixing different Dexron ATF standards with the same base results in unpredictable additive reactions. In this case, it is permissible to add fluid to an automatic transmission of a later standard, i.e. if ATP Dextron 2 is filled in, you can use ATP Dextron 3. On the contrary, it is not possible due to the insufficient effectiveness of the modifiers.
It is also worth considering the climatic region of residence. ATF Dexron II D is not designed for cold winters, therefore it is only suitable for the southern part of Russia and Europe. When moving to the northern regions, the automatic transmission fluid must be completely replaced with ATF Dexron II E or ATF Dexron 3.
Red, yellow and green fluids are poured into the power steering. Only yellow oil with the same base can be mixed with red ATF in the power steering. For example, red mineral water Ravenol ATF Dexron DII art. 1213102 and yellow mineral water Febi art. 02615.
Form releases and articles
SINTEC ATF 3
- 900264 SINTEC ATF DEXRON III (plastic canister) 1 l;
- 900265 SINTEC ATF DEXRON III (plastic canister) 4 l;
- 900266 SINTEC ATF DEXRON III (plastic canister) 20 l;
- 963252 SINTEC ATF DEXRON III (barrel) 216.5 l.
SINTEC ATF DEXRON II
- 900259 SINTEC ATF DEXRON II (plastic canister) 1 l;
- 900260 SINTEC ATF DEXRON II (plastic canister) 4 l;
- 900261 SINTEC ATF DEXRON II (plastic canister) 20 l;
- 963251 SINTEC ATF DEXRON II (barrel) 216.5 l.
What kind of oil to pour into the power steering
Most often, car owners distinguish power steering fluid solely by color - red, green and yellow. But its other characteristics are much more important:
- Kinetic viscosity
- Operating temperatures
- The raw materials from which it is made
Red products are made on a synthetic basis, very rarely on a mineral basis. These mixtures are included in the ATP group and are used on a limited number of models. Mineral red oil is often a product of the Dexron 2 and Dexron 3 level. Red compounds are poured into transmissions; Dextron is rarely used in power steering.
Yellow oil is made on a mineral base, this makes the cost of products more affordable. The yellow hydraulic mixture is used in both hydraulic boosters and air suspension.
The green mixture can be made from both synthetic and mineral components. It is more viscous than yellow and red. Green lubricant is never poured into an automatic transmission.
Related material: How to change power steering oil on a Hyundai Solaris?
ATF oil compatibility
Any oil (no matter whether it is mineral or synthetic) can be mixed without any consequences. Naturally, more modern liquids have improved characteristics and properties
If a modern fluid is added to an ordinary one, this will improve the properties of the poured oil. The older the specification, the lower the performance it will have. Also, the shelf life of ATF oil is much shorter. Experts recommend changing this fluid every 70 thousand kilometers. It is worth noting that many modern manufacturers do not regulate the replacement period for this fluid. It is filled in for its entire service life. But when a car runs for 200 thousand kilometers on one oil, this is not very good. The fact is that the fluid in the automatic transmission is working. It is she who transmits torque from the engine to the wheels. This oil is constantly in action, even when the car is at neutral speed. Over time, it collects waste products.
These are metal shavings that clog the filter and sensors. As a result, the box stops functioning normally. Now to the issue of compatibility. No brand will ever fully disclose all information regarding the composition and properties of the liquid produced. Often, manufacturers limit themselves only to marketing information and advertising that forces people to buy only a specific product. But often this information is not substantiated. For transmissions with rigid torque converter locking, it is recommended to use fluids with constant friction characteristics.
For automatic transmissions with GTF blocking, products with variable properties should be filled. And finally, regardless of the automatic transmission model, all parts, bearings, gears and other elements are made from the same materials. This means that the different types of ATF are not particularly different from each other.
Which Dexron to fill and is it possible to mix Dextron
First, it is important to decide what type of oil can and should be poured into the box. Information should be found in the manual, you can also look at what is indicated on the automatic transmission oil dipstick
If Dexron III is marked on the dipstick, it is better to pour only this type, which guarantees normal operation of the box. If you experiment with switching from the recommended liquid to any other, the result is difficult to predict.
Let's move on. Before using one or another type of ATF Dexron, you need to separately consider the climatic conditions in which the car with automatic transmission will be located. GM recommends using Dextron IID in regions where the temperature does not drop below -15 degrees, Dextron IIE up to -30 degrees, Dextron III and Dextron VI up to -40 degrees Celsius.
Now let's talk about mixing. General Motors itself provides separate recommendations for mixing and interchangeability. First, you can add another oil with technical characteristics to the main volume of transmission fluid only within the limits that are separately determined by the transmission manufacturer.
Next, when mixing, you should be guided by the base base (synthetics, semi-synthetics, mineral oil). In short, in some cases it is still possible to mix mineral oil and semi-synthetics, however, mixing synthetics and mineral oil may cause undesirable reactions.
For example, if you mix mineral Dextron IID with synthetic Dextron IIE, a chemical reaction may occur and substances will precipitate, which can cause automatic transmission breakdowns and loss of properties of the working fluid.
At the same time, mineral Dextron IID can be mixed with Dextron III. In this case, there are also risks, but they are somewhat reduced, since the main additives in these liquids are often similar.
If we consider the interchangeability of Dextron, then Dexron IID can be replaced with Dexron IIE in any automatic transmission, but Dextron IIE should not be replaced with Dextron IID.
In turn, Dexron III can be poured into a box where Dexron II liquid was used. In this case, a reverse replacement (rollback from Dextron 3 to Dextron 2) is prohibited. Also, in cases where the unit does not imply the possibility of reducing the friction coefficient, then replacing Dextron II with Dextron III is not allowed.
It is quite obvious that the above information is for informational purposes only. As practice shows, it is optimal to fill the box only with the option recommended by the manufacturer.
It is also allowed to use analogs that are slightly improved in certain properties and indicators.
For example, switching from synthetic Dextron IIE to synthetic Dexron III (it is important that the base oil base and the main additive package remain unchanged). . If you make a mistake and fill the automatic transmission with non-recommended transmission fluid, then problems may arise (friction disc slipping, viscosity mismatch, pressure loss, etc.) In some cases, the clutches can quickly wear out, which will require automatic transmission repair
If you make a mistake and fill the automatic transmission with non-recommended transmission fluid, then problems may arise (slipping of the friction discs, viscosity mismatch, loss of pressure, etc.) In some cases, the clutches can quickly wear out, which will require repair of the automatic transmission.
Is it possible to mix them
Mixing liquids is the most pressing issue that can stump even professionals. The manufacturer itself recommends adding another type of liquid to the existing one, if this is allowed by the technical conditions of the box itself. For example:
- mixing types IID (mineral water) and IIE (synthetic) causes a reaction with precipitation. There is a loss of liquid properties. What is fatal (deadly) for an automatic transmission;
- mixing mineral bases IID and III Dextrons is allowed, provided that the liquid from the same manufacturer or additives from different manufacturers do not conflict with each other. Otherwise, the properties will deteriorate, which is harmful for automatic transmission parts. The differences between Dextron 2 and Dextron 3 are in their properties and additives. The use or addition of a newer modification is permissible if the base and manufacturer match.
With complete replacement
It would be smarter and safer to perform a complete fluid change, without the risk of incorrect mixing, but is this always possible:
- Replacing IID with IIE is allowed for any type of box. Their properties are almost identical, so there will be no harm;
- replacing IIE with IID is not recommended, since the liquid of the previous generation may not cope with the requirements of the box for the next generation liquid;
- modification III is allowed to be used in boxes where II was previously used. Provided that III Dextron has more friction-reducing modifiers;
- the use of Dextron II instead of III, even with an equal number of modifiers and identical properties, is strictly prohibited;
Application area
ATF Dextron was originally developed for automatic transmissions. Oil in an automatic transmission performs different functions: transmits torque, creates pressure on the clutches and guarantees proper friction, lubricates parts, protects against corrosion, and removes heat. When choosing ATP, you need to check the product for the Dextron specification.
Dextron specifications indicate the optimal viscosity index for each type of ATP. High viscosity oils increase the slippage of friction discs and increase wear on the rubbing parts of automatic transmissions. With low viscosity, the protective film on bearings and gears is thin and breaks quickly. Bullies appear. The seals are deformed. Automatic transmission fluid is leaking.
ATF Dexron III H is used in 4 and 5-speed automatic transmissions manufactured before 2006. The boxes are installed in cars, commercial vehicles, and buses.
With the expansion of the functionality of the transmission fluid, the scope of application has also increased:
The use of ATP Dextron is divided into climatic zones:
- for regions with winter temperatures down to -15℃, Dextron II D is suitable;
- with temperatures up to -30℃ - Dextron II E;
- with temperatures up to -40℃ - Dextron III H.
The use of ATF Dexron III H provides:
- Very good lubricating properties even at low temperatures in winter
- Consistently high viscosity index
- Stable oil film on parts protected from wear under any extreme temperature and operating conditions of the engine
- High oxidation stability
- Comprehensive protection against wear, corrosion and foaming
- Coordinated clutch operation
- Neutral behavior towards sealing materials
- Neutral behavior towards non-ferrous metals due to inhibition
What kind of oil for automatic transmission? Which brand do you recommend? — logbook of Mitsubishi Pajero 1993 on DRIVE2
It's no secret that you only need to fill in ATF Dextron IID or ATF Dextron IIЕ, but whose production? Last time I filled it with MANNOL, the oil was lousy, the box was almost completely dead! Who can advise?
I will attach a short article about the interchangeability of dextron 2 and 3. The author of the text is naturally unknown.
A little theory
Automatic gearboxes (hereinafter referred to as automatic transmissions) use a special fluid, which is often called oil - ATF. Historically, the legislator in the field of setting standards in the field of automatic transmission fluids has been General Motors (GM), whose specifications are used by both ATF and automatic transmission manufacturers. So, in the 80s, the current GM specification was Dexron IID, which was then replaced by Dexron IIE, and in 1993 by Dexron III.
The only differences between Dexron IIE and Dexron IID are the low temperature viscosity. That is, at the operating temperature of the automatic transmission, there is practically no difference in the performance properties of IIE and IID. Well, except that IIE has greater stability of properties throughout its entire service life, since it is a completely synthetic fluid, and IID has a mineral base. However, at the very beginning of work, while the box has not yet warmed up, the differences are very significant - the viscosity of Dexron IID at -40°C is 45,000 mPa s, and Dexron IIE at the same temperature is 20,000 mPa s. From this we can see that it is much easier for the engine to turn the automatic transmission with Dexron IIE when “cold”. But between Dexron IID(E) and Dexron III there are differences in friction properties, which affect the operation of the automatic transmission in all operating modes.
Based on interchangeability, dexrons are grouped into groups, depending on equipment requirements:
Dexron III replaces Dexron II (but not vice versa) if the equipment allows for an increase in friction-reducing modifiers. This includes GM automatic transmissions. Dexron III does not replace Dexron II unless the equipment allows for a reduction in the coefficient of friction by increasing the efficiency of modifiers. Dexron IIE replaces Dexron IID on any equipment (but not vice versa), since it does not differ in the efficiency of modifiers and is actually Dexron 'om IID, but with improved low-temperature properties.
And practice
It is often quite difficult for a car enthusiast to understand what all these differences in low-temperature and friction properties mean in practice. It's actually quite simple. Dexron IID is not designed for use in cold winter conditions. It is suitable for regions where -15 C does not often occur. That is, its “habitat” is the south of the European part of Russia, Ukraine and non-northern Europe. Lower temperature areas
You will have to choose between Dexron IIE and Dexron III as they have more suitable low temperature viscosities. From here, it would seem, a logical conclusion follows for owners of cars with automatic transmissions who use Dextron II and live in “frosty” latitudes - they should “use” Dextron IIE. However, there may be a problem here, which is that the current specification is Dexron III, and all ATF manufacturers are focused on mass production of Dexron III. And for older cars they continue to produce Dexron IID. Why IID and not IIE? Because Dexron IIE is really needed only in the northern regions (where the bulk of the machines are not concentrated at all), and its production (let me remind you that it is a completely synthetic product) costs 2-3 times more. In other words, it makes economic sense for the ATF manufacturer to divide the entire fleet of vehicles into those who need Dexron IID and those who need Dexron III. As a result, buying a Dextron IIE can be a real problem. The transition point from II to III is usually taken as 1996. Here they (manufacturers) are well helped by the fact that GM allows the replacement of Dexron II with Dexron III. It turns out that we can safely recommend Dexron III to those who need good low-temperature properties instead of the “native” Dexron II. Is it really? It's hard to say for sure. Here everyone decides for himself. I will give only the possible consequences of replacing Dexron II with Dexron III in the case when the equipment does not allow a decrease in the friction properties of ATF:
an increase in gear shift time, that is, the gearbox will become more “thoughtful”, because the discs will slip longer than intended by the manufacturer due to the reduced friction properties of Dexron III. jerky nature of gear engagement – that is, the discs will slip and slip due to the reduced friction properties of Dexron III , and then, as the pressure of the liquid increases, bam and they “catch.”
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Is it possible to mix Dextrons with different compositions?
The issue of mixing fluids often arises before an upcoming lubricant change. By pouring another oil, you can provoke unwanted chemical reactions, damaging the device, so you should not conduct experiments yourself. In this matter, it is better to follow the recommendations of the gearbox manufacturer by referring to the car's operating manual. With the interchangeability of "Dextrons" the situation is like this:
- "Dexron IID" can be replaced with "Dexron IIE", but not vice versa. The replacement is especially relevant for operation at low temperatures, even if the IID version fully complies with the automatic transmission.
- Dexron III oil can be used to service gearboxes where Dexron II was present, provided that the new ATF fluid has more friction modifiers. Replacement is not possible.
- The replacement of the second “Dextron” with the third is not carried out if the box does not reduce the coefficient of friction with increased efficiency of the modifiers.
It is better not to take risks using other formulations. Each type of ATF meets the specifications of many automakers, but compliance should still be checked individually. Information about tolerances must be indicated on the product packaging.
For reference
1) There are several known methods of complete replacement:
- “with suction” - through the available openings of the machine (for example, for the dipstick), everything that is possible is pumped out to the maximum, then new ATF is poured in. It’s not labor-intensive, but the bad thing is that at least a fair amount of old fluid remains in the gas turbine housing, and the pan and filter remain uncleaned.
— “flow-through replacement” — after draining the ATF, a stand is connected to the machine (for example, through the ATF cooler hoses) and the box is forcibly washed with fresh liquid. Not bad, but it can’t always be implemented constructively, and the gas turbine engine is still not cleaned.
— “displacement” — through the same stand, with the engine running, fresh fluid is supplied and the old one is drained, in this way the gas turbine engine body can also be washed.
- “sequential replacement” - the old fluid is drained as much as possible, a new one is poured in, mixed while moving, drained again, and so on several times (2-3-..., the more, the better). But, of course, part of the old liquid remains dissolved in the fresh one. The method is expensive and labor-intensive, but reliable. Approximately, for a complete flushing and refueling, on average, an amount of ATF is used that is comparable to two full filling volumes of the automatic transmission.
2) Don't forget to replace the filter. You shouldn’t skimp on this, even if some unscrupulous service providers claim otherwise. Even the simplest “oil receiver” type strainer does not need to be replaced, but needs regular cleaning, washing and checking for damage. And the closed “box” type filter requires (!) replacement at least once every two oil changes (depending on the intensity of accumulation of wear products in each specific box).
Dexron Test Results Table
| Liquid brand | Bully index | Foaming | Kinematic viscosity | Flash point | Corrosion in points | Impurity content in % | Ash content in % |
| Specification Requirements | Not standardized (bigger is better) | No more than 100 | At least 6.8 | Not less than 170 | Not higher than 1 | Not standardized (less is better) | Not standardized (less is better) |
| ZIC Dexron 3 | 390 | 10 | 8.40 | 210 | 1b | 0.0 | 0.054 |
| ENEOS ATF 3 | 401 | 20 | 7.67 | 198 | 1b | 0.009 | 0.083 |
| Bizol ATF 3 | 323 | footprints - | 8,28 | 190 | 1b | 0.012 | 0.093 |
| Mobil ATF D/M | 308 | footprints - | 7,32 | 170 | 1b | 0.007 | 0.180 |
| BP Autran DX 3 | 306 | 20 | 7.8 | 178 | 1c | 0.014 | 0.075 |
| Luxoil ATF Dexron 3 | 366 | 250 | 8.68 | 180 | 1a | 0.014 | 0.910 |
| XADO ATF 3 | 395 | footprints - | 7,28 | 195 | 2c | 0.010 | 0.120 |
| Castrol TQ Dexron 3 | 376 | 5 | 7.7 | 202 | 2a | 0.006 | 0.104 |
| Mannol Dexron 3 | 369 | 10 | 8.21 | 198 | 2c | 0.008 | 0.190 |
| Elf Elfmatic G3 | 309 | footprints - | 7.18 | 196 | 2c | 0.014 | 0.190 |
| hi gear | 304 | footprints - | 7.01 | 198 | 2c | 0.014 | 0.190 |
MACK oil approvals
| Name of approval | Manufacturer | Detailed information |
| MACK EO-K | MACK | View oils |
| MACK EO-K2 | MACK | View oils |
| MACK EO-L | MACK | View oils |
| MACK EO-L Plus | MACK | View oils |
| MACK EO-M | MACK | View oils |
| MACK EO-M Plus | MACK | View oils |
| MACK EO-N | MACK | View oils |
| MACK EO-N Plus | MACK | View oils |
| MACK EO-N Premium Plus 03 | MACK | View oils |
| MACK EO-O | MACK | View oils |
| MACK EO-O Premium Plus | MACK | View oils |
| MACK EOS-4.5 | MACK | View oils |
| MACK GC-C | MACK | View oils |
| MACK GO-G | MACK | View oils |
| MACK GO-H | MACK | View oils |
| MACK GO-J | MACK | View oils |
| MACK GO-J+ | MACK | View oils |
Tolerances
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How ATF fluids were created
The first automatic transmission was created in 1938. This design is called Hydramatic. It featured a vacuum gear shift system. This unit was created by Pontiac engineers. Even then, the company was part of the General Motors auto concern.
Since before the launch of any innovative development they preferred to first check it and test it in every possible way, the new automatic transmission was installed on Oldsmobile. The tests were successful. And already in 1939, “Hydromatic” was installed as an option on the Oldsmobile Custom 8 Cruiser. This option cost $57.
How to spot a fake
Products of well-known brands are often counterfeited, mainly in the highest price category. But there are frequent cases of counterfeit products in the middle price segment. Therefore, before going to the store, you should know about the verification method provided by the manufacturer.
To combat counterfeiting, the Mobile company has developed a special protection system in the form of a hologram with numbers. Knowing about it, you can easily distinguish the original Mobil Dexron VI ATF from a fake:
- The canister must have a hologram with numbers and protruding dots on them. Nearby is a QR code for scanning with a mobile phone;
- The mobile phone must be connected to the Internet, after which you can scan;
- After scanning, exactly the same grid with numbers and raised dots should appear on the mobile screen as on the canister;
- If everything matches, click “yes”, an inscription will appear that the product is genuine;
- If it is not possible to scan the QR code, you can go to the website indicated on the label via a computer. Enter the 12-digit original code and click “check”.
Characteristics and scope of application of Dexron 3 oils
One of the questions that many people get confused about is: Is Dextron 3 synthetic or mineral water? The first two versions (IIIF and IIIG) are pure mineral water. The latest modification, IIIH, is rather semi-synthetic, as it is made from bases of classes 2 and 3 according to API.
The viscosity of Dexron 3 lubricants is distinguished by its stability. With changes in temperature and during the general aging of the oil, the viscosity changes its parameters slightly.
The working viscosity for lubricants in this category is in the range from 7 to 7.5 cSt. That is, Dextron 3 oils in automatic transmissions can serve for a long time without replacement due to loss of viscosity properties.
In general, all Dexron lubricants that have been certified by General Motors are suitable for use in all automatic transmissions designed for this lubricant.
It is important to ensure that a certificate is actually obtained for a particular lubricant, since key characteristics may differ for non-certified lubricants. In this case, the manufacturer may write on the canister that the oil is Dexron. To determine whether the lubricant meets the standards, you can refer to the list of certified manufacturers, which is posted on the company’s official website
For example, among domestic manufacturers, ATF oil Lukoil Dextron 3 is certified
To determine whether a lubricant meets the standards, you can refer to the list of certified manufacturers, which is posted on the company’s official website. For example, among domestic manufacturers, ATF oil Lukoil Dextron 3 is certified.
Areas of application for Dextron III oil:
- Today, GM transmission oils are used not only as ATP fluids. In addition to use in automatic transmissions, Dextron 3 lubricants are used for other purposes.
- Power steering fluid. Dextron 3 oils are often poured into the power steering. Almost all Asian and many European cars use lubricants similar to Dextron III ATF greases, or with similar compositions.
- Mechanical gearboxes, gearboxes, transfer cases, axles and other loaded transmission units. Dextron 3 oils are often used for these units.
- Industrial oils. Some industrial equipment components also use fluids developed by GM.
- Hydraulic oils. Due to their high and stable properties with minimal temperature dependence, Dexron lubricants are used in actuators of hydraulic equipment.
History of Dexron lubricants
GM introduced an innovative transmission compound called Dexron in 1967. In 1968, this gear oil began to be mass produced.
Chronology of the development of Dextron lubricants
Since about the end of 1968, almost all new transmissions of cars manufactured by GM have been filled with Dextron oil. The first version of transmission fluid from General Motors turned out quite well for its time.
After independent tests, it was proven that its properties exceed most of the compounds used at that time. And Dexron gear oils have become widespread.
Just three years after the presentation, the company had disagreements with environmental services and associations advocating environmental protection.
The fact is that whale oil was used as a friction modifier in the first generation Dextron lubricants. And to obtain it on an industrial scale, whales were massacred.
After the ban on the use of animal fat as a friction modifier, Dextron 2 lubricant appeared in 1972. However, it had a serious drawback: the package of additives used greatly accelerated the corrosion of automatic transmission cooling system elements.
Lubrizol laboratory today
In 1973, a new version of this lubricant was released: Dexron IID. Among the significant disadvantages, high hygroscopicity was noted, which reduced its service life.
The latest version of Dextron, the second generation, was released in 1990 and received the IIE index. The composition of the additives was significantly revised for it, which improved the low-temperature properties of the lubricant.
In 1993, Dexron III gear lubricant was first introduced. It was an innovative lubricant, significantly superior in all properties to its predecessor. It also began to be widely used as power steering fluid.
In 1997, the third generation ATP Dextron oil was redesigned. The index G was added to the name. The main changes affected the antioxidant properties. Improved oxidation resistance has made it possible to change the lubricant less often when operating under difficult conditions.
In 2003, Dextron 3 oil received its latest and most significant update. Firstly, oil of groups 2 and 3 began to be used for the base. That is, the base has increased significantly in quality, which has affected its service life.
The additive package was also modified. Anti-foam, anti-corrosion, protective and lubricating qualities have improved. The latest version of the oil in this series is called Dexron IIIG.
Specifications
All the most important technical characteristics are presented in the table, from which you can determine how suitable the oil is for your needs.
| Indicator name | ZIC ATF 2 |
| Country of Origin | South Korea |
| Transmission type, other applications | automatic transmission; power steering |
| Type of oil | synthetics |
| Color | red |
| Viscosity SAE | — |
| Density at 15 °C, g/cm3 | 0,84 |
| Kinematic viscosity at 40 °C, mm2/s | 36,9 |
| Kinematic viscosity at 100 °C, mm2/s | 7,3 |
| Viscosity index | 168 |
| Flash point, °C | 226 |
| Pour point, °C | -47,5 |
| Acid number, mg KOH/g | 1,48 |
| Corrosive effect on copper at 100 °C/3 h, point | 1-a |
| Brookfield viscosity at -26°C, MPa*s | 2689 |
Specifications, approvals and approvals
Complies with modern tolerances and has approvals for use in cars:
- Allison: C-3;
- Cat: Caterpillar TO-2;
- Ford: Mercon;
- General Motors: GM Dexron 2.
Analogues: comparison table
Sometimes it happens that the required oil is not available, so you have to urgently look for a replacement in the form of analogues with identical characteristics.
| Oil | Analogs |
| All oils presented are analogues of ZIC ATF 2 | Castrol ATF Multivehicle |
| Eneos Eco ATF | |
| Idemitsu ATF Type | |
| Liqui Moly ATF Top Tec | |
| Mannol ATF WS Automatic Special | |
| Mitasu MJ-331 ATF WS Synthetic Tech | |
| Neste ATF-X | |
| Petro-Canada DuraDrive MV Synthetic | |
| Ravenol ATF Type | |
| Shell Spirax S5 ATF X | |
| Totachi ATF TYPE | |
| Total FLUIDE XLD FE | |
| Wolf OfficialTech ATF | |
| Xado Atomic Oil ATF | |
| ZF LifeguardFluid |
Approvals, tolerances and specifications
Tolerance:
- DERWAYS.
Compliance with requirements:
- GM DEXRON IIIG;
- Ford MERCON;
- Allison C-4;
- ZF TE-ML-02F, 04D, 09, 11B, 14A & 21L;
- Voith 55.6335;
- MAN 339 Type Z-1 & V-1;
- MAN 339 Type Z-2 & V-2;
- CAR TO-2;
- Volvo CE 97340;
- MB 236.1;
- VOITH.
Popular brands specifications
Mannol Dexron 3
Just like all, without exception, Dextron oils have a reddish tone. The manufacturer has worked hard on the combination of additives and synthetic components, the components of which help improve the fractional characteristics at the time of gear shifting.
Oil from a manufacturer in Germany has high low-temperature characteristics, excellent antioxidant properties, and stable chemical composition throughout the entire period of operation. It is not advisable to use copper elements as a lubricant; the liquid is absolutely neutral to all other alloys and materials.
The products have all possible tolerances:
ZF-TE-ML 09/11/14, ALLISON C4/TES 389, GM DEXR. III H/G/F, FORD M2C138-CJ/M2C166-H and others.
Castrol DEXRON
Castrol production is established in Germany. The oil consists of high-quality base mixtures with an optimal set of additives. Has positive feedback from GM and Ford management, exceeds the requirements of the Japanese JASA 1A specification. In cases where it is not possible to purchase Dextron ATF for the Japanese, you can safely use oil from Castrol - Dexron 6.
Meets all major standards:
Honda/Acura, Hyundai/Kia SP, Nissan Matic, Suzuki AT Oil, Mitsubishi SP, Mazda ATF, Toyota and Subaru.
Mobil 3 ATF oil
Mobil absolutely complies with all types of transmission seals in automatic transmission mechanisms. Compatible with all red liquids of the Dexron III specification. The composition is not recommended for use on northern continents, where temperatures drop to -30 degrees. Mobil oil with Dextron No. 3 specification can also be used in power steering mechanisms.
Meets Ford Mercon, ATF Dex standards. III, ZF TE-ML and Dex. 3
Motul Multi ATF
It is also possible to use it in hydrostatic transmissions, power steering, and other mechanisms (including ATF) that support standard Mercon and Dexron. Motul occupies a leading position in chemical composition and viscosity, temperature performance, stability functions, and meets all requirements from GM.
It has proven itself as a reliable gear oil. The only drawback of the Motul Multi premium mixture is its price.
Meets the basic standards of MAZDA, CHRYSLER, JAGUAR, RENAULT Elfmatic, Renaultmatic D2 D3, Acura/HONDA, Lexus/TOYOTA ATF, Audi, GM DEXRON 2 and 3, FORD, BMW and MITSUBISHI.
Ford oil approvals
| Name of approval | Manufacturer | Detailed information |
| Ford ESN-M2C134-A | Ford | View oils |
| Ford ESN-M2C134-B | Ford | View oils |
| Ford ESN-M2C134-C | Ford | View oils |
| Ford ESN-M2C134-D | Ford | View oils |
| Ford ESN-M2C159-B | Ford | View oils |
| Ford ESN-M2C159-B2 | Ford | View oils |
| Ford ESN-M2C159-C | Ford | View oils |
| Ford ESN-M2C41-B | Ford | View oils |
| Ford ESN-M2C48-B | Ford | View oils |
| Ford ESN-M2C53-A | Ford | View oils |
| Ford ESN-M2C86-A | Ford | View oils |
| Ford ESN-M2C86-B | Ford | View oils |
| Ford ESN-M2C86-C | Ford | View oils |
| Ford ESP-M2C138-CJ | Ford | View oils |
| Ford ESP-M2C166-H | Ford | View oils |
| Ford ESP-M2C186-A | Ford | View oils |
| Ford ESR-M2C163-A | Ford | View oils |
| Ford ESW-M2C119-A | Ford | View oils |
| Ford ESW-M2C33F | Ford | View oils |
| Ford ESW-M2C33G | Ford | View oils |
| Ford M2C104A | Ford | View oils |
| Ford WSA-M2C195-A | Ford | View oils |
| Ford WSA-M2C204-A | Ford | View oils |
| Ford WSD-M2C200-D2 | Ford | View oils |
| Ford WSL-M2C192-A | Ford | View oils |
| Ford WSP-M2C197-A | Ford | View oils |
| Ford WSS-M2C153-H | Ford | View oils |
| Ford WSS-M2C166-H | Ford | View oils |
| Ford WSS-M2C171-C | Ford | View oils |
| Ford WSS-M2C171-D | Ford | View oils |
| Ford WSS-M2C171-E | Ford | View oils |
| Ford WSS-M2C171-F1 | Ford | View oils |
| Ford WSS-M2C185-A | Ford | View oils |
| Ford WSS-M2C200-C | Ford | View oils |
| Ford WSS-M2C200-C3 | Ford | View oils |
| Ford WSS-M2C200-D2 | Ford | View oils |
| Ford WSS-M2C202-B | Ford | View oils |
| Ford WSS-M2C204-A | Ford | View oils |
| Ford WSS-M2C205-A | Ford | View oils |
| Ford WSS-M2C212-A1 | Ford | View oils |
| Ford WSS-M2C912-A | Ford | View oils |
| Ford WSS-M2C913-A | Ford | View oils |
| Ford WSS-M2C913-B | Ford | View oils |
| Ford WSS-M2C913-C | Ford | View oils |
| Ford WSS-M2C913-D | Ford | View oils |
| Ford WSS-M2C914-A | Ford | View oils |
| Ford WSS-M2C917-A | Ford | View oils |
| Ford WSS-M2C920-A | Ford | View oils |
| Ford WSS-M2C922-A1 | Ford | View oils |
| Ford WSS-M2C924-A | Ford | View oils |
| Ford WSS-M2C925-A | Ford | View oils |
| Ford WSS-M2C925-B | Ford | View oils |
| Ford WSS-M2C928-A | Ford | View oils |
| Ford WSS-M2C929-A | Ford | View oils |
| Ford WSS-M2C930-A | Ford | View oils |
| Ford WSS-M2C930-B | Ford | View oils |
| Ford WSS-M2C931-C | Ford | View oils |
| Ford WSS-M2C933-A | Ford | View oils |
| Ford WSS-M2C934-A | Ford | View oils |
| Ford WSS-M2C934-B | Ford | View oils |
| Ford WSS-M2C936-A | Ford | View oils |
| Ford WSS-M2C937-A | Ford | View oils |
| Ford WSS-M2C938-A | Ford | View oils |
| Ford WSS-M2C945-A | Ford | View oils |
| Ford WSS-M2C946-A | Ford | View oils |
| Ford WSS-M2C947-A | Ford | View oils |
| Ford WSS-M2C948-B | Ford | View oils |
| Ford WSS-M2C950-A | Ford | View oils |
Types and types of cooling systems in modern internal combustion engines
What is Dexron?
At the end of 1967, General Motors released its own development for automatic transmission maintenance, called “Dexron-B”. The product name was subsequently transformed into a specification, becoming a globally accepted standard. Along with the development of technology and design changes in automatic transmissions, the composition of Dexron oil was also improved, and Roman numerals were added to the name with each new manufacturing formula. The generally accepted characteristics were suitable not only for General Motors vehicles, but the “Dexron” marking became applicable to the products of other manufacturers of technical fluids. Today every motorist knows this designation.
Dexron III oil from the Dextron family represents a new round of evolution in the production of automatic transmission fluids. With improved performance, ATF demonstrated increased oxidation stability and low viscosity. General Motors discontinued Dexron III and switched to Dexron VI fluid for its vehicles in 2006. Despite this, many manufacturers continue to produce the third Dextron, which is still very popular today. Dexron VI was developed specifically for the Hydra-Matic 6L80 six-speed gearbox, but has been successfully used for other previously produced gearboxes.
Fiat oil approvals
| Name of approval | Manufacturer | Detailed information |
| Fiat 9.55535 | Fiat | View oils |
| Fiat 9.55535-BZ | Fiat | View oils |
| Fiat 9.55535-CR1 | Fiat | View oils |
| Fiat 9.55535-D2 | Fiat | View oils |
| Fiat 9.55535-DS1 | Fiat | View oils |
| Fiat 9.55535-G1 | Fiat | View oils |
| Fiat 9.55535-G2 | Fiat | View oils |
| Fiat 9.55535-GH2 | Fiat | View oils |
| Fiat 9.55535-GS1 | Fiat | View oils |
| Fiat 9.55535-H2 | Fiat | View oils |
| Fiat 9.55535-H3 | Fiat | View oils |
| Fiat 9.55535-M2 | Fiat | View oils |
| Fiat 9.55535-N2 | Fiat | View oils |
| Fiat 9.55535-S1 | Fiat | View oils |
| Fiat 9.55535-S2 | Fiat | View oils |
| Fiat 9.55535-S3 | Fiat | View oils |
| Fiat 9.55535-T2 | Fiat | View oils |
| Fiat 9.55535-Z2 | Fiat | View oils |
| Fiat 9.55550-AG3 | Fiat | View oils |
| Fiat 9.55550-AV1 | Fiat | View oils |
| Fiat 9.55550-AV2 | Fiat | View oils |
| Fiat 9.55550-AV4 | Fiat | View oils |
| Fiat 9.55550-AV5 | Fiat | View oils |
| Fiat 9.55550-DA2 | Fiat | View oils |
| Fiat 9.55550-MX3 | Fiat | View oils |
| Fiat 9.55550-MX4 | Fiat | View oils |
| Fiat 9.55550-MZ1 | Fiat | View oils |
| Fiat 9.55550-MZ2 | Fiat | View oils |
| Fiat 9.55550-MZ6 | Fiat | View oils |
| Fiat 9.55550-SA1 | Fiat | View oils |
What's happening in the market?
Now there are no problems with this liquid; almost all points specializing in spare parts for the Japanese offer it. But... The main question is not even the cost (it’s enough to compare the difference in price divided by mileage with the specific costs of gasoline), but what exactly is sold under the “Type T” brand. If according to the Japanese catalog, the manufacturer's selling price for TT there is about $8 per liter, but here some are happy to pay only 200 rubles for a liter of some liquid under the “TT” brand. — the answer suggests itself.
It is no secret that the Koreans have established active production of TT (I wonder how much their “product” corresponds to the original and is approved by Toyota? After all, examples of the obscene quality of some motor oils from the country of morning freshness are not at all encouraging). Do we warn buyers about the origin of the desired ATF - is it Japanese, Korean, or even from the “younger brothers” from the southern bank of the Amur? And the further you go east, the greater the chances of running into an outright fake...
By choosing Dexron, you can find at least a quality product from any “leading global manufacturer,” but who will give guarantees in the case of TT? It turns out to be a paradox - in the same way that a certified 6VMGZ or “Lukoil-standard” type is formally better suited for TAZs than some “regular” Mobil. Maybe we should completely abandon non-branded ATF and even pour original “DII”?
