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© INFINEUM INTERNATIONAL LIMITED 2015. All rights reserved.

INFINEUM CONFIDENTIAL INFORMATION

AUTOMATIC TRANSMISSION FLUIDS



AGENDA

• What does a transmission do?

• What are gear ratios?

• Types of transmission

Basics of Transmission

• Hardware components and their impact on ATF

• Testing for ATF

• Service Fill specifications

• ATF formulations

Automatic Transmissions – Stepped Planetary (AT)

• Hardware components and their impact on DCTF

• DCTF formulations

Automatic Transmissions – Dual Clutch (DCT)

• Hardware components and their impact on CVTF

• CVTF formulations

Automatic Transmissions – Continuously Variable (CVT)

• Hardware comparison

• Market overview and market drivers

• Summary

Transmission Comparison, Market Trends and Summary



BASICS OF TRANSMISSION What does a Transmission do?

• Automotive engines typically operate at a high rotational speed which is inappropriate for starting, stopping and slow travel

• Therefore, a transmission serves to:

– Transmit power from engine to wheels

– Adapt this power by varying torque, speed and direction

– Allow the engine to operate at its optimum efficiency

• Automatic transmission fluids (ATF) generally relates specifically to fluids for stepped automatic transmissions



BASICS OF TRANSMISSION What are Gear Ratios?

• A transmission has multiple gear ratios, with the ability to switch between them as automotive speed varies

• Gear ratio is the ratio of the angular velocity of the input gear to that of the output gear

Gear Input gear

rpm Output gear

rpm

1st gear 2.97 1

2nd gear 2.07 1

3rd gear 1.43 1

4th gear 1.00 1

5th gear 0.84 1

6th gear 0.56 1

Reverse -3.38 1 Source: 2004 Chevrolet Corvette C5Z06 with a six-speed manual transmission

Increasing automotive

speed, decreasing

torque

Input gear

Output gear



BASICS OF TRANSMISSION 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

• 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)

• Automated Manual Transmission (AMT) – Manual transmissions that use servos to engage clutch and

change gears automatically

• Manual Transmission (MT)



AGENDA






• Testing for ATF












• Summary




AUTOMATIC TRANSMISSIONS – STEPPED AT Hardware Overview

Clutches Torque Convertor Valve Body Planetary Gear

Ph

oto

sou

rce: BM

WB

LOG

.CO

M



AUTOMATIC TRANSMISSIONS – STEPPED AT Hydraulics

• Components

• Valve body

• Pump

• Filter

• Cooler

• ATF

• Used to pressurize piston plate for plate clutches

• Used to move band-activation pistons up and down for band clutches

Act as a Hydraulic Fluid

Antifoam properties

Large operating range

(-40C to 175C)

Resist oxidation

Remove Heat Efficiently

Ensure seal performance



AUTOMATIC TRANSMISSIONS – STEPPED AT Planetary Gearsets

In summary, different components can assigned to be the input, output or locked, giving rise to different gear ratios

Gear Input Output Locked Input gear

rpm Output

gear rpm

1st gear Small sun

gear Ring gear Planet carrier 3.18 1

2nd gear Small sun

gear Ring gear

Large sun gear

1.84 1

3rd gear Ring gear Ring gear Planetary gear set

1.00 1

4th gear Planet carrier

Ring gear Large sun

gear 0.61 1

Reverse Large sun

gear Ring gear Planet carrier -1.59 1




Source: https://www.youtube.com/watch?v=Y1zbE21Pzl0

https://www.youtube.com/watch?v=Y1zbE21Pzl0

https://www.youtube.com/watch?v=Y1zbE21Pzl0



ATF requirements


Planetary Gear

• 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

Provide anti-wear performance

Shear Stability

Corrosion protection



AUTOMATIC TRANSMISSIONS – STEPPED AT Clutches

• Plate Clutches

• Band Clutches

Shifting

• Torque Converter Clutches

Fuel Economy

http://sharepoint.infineum.com/teams/GMT/Photographs/Fuels/Fuel Cost Concept.jpg



AUTOMATIC TRANSMISSIONS – STEPPED AT Plate and Band Clutches

Plate Clutch Band Clutch

ATF requirements

Remove heat efficiently

Resist oxidation Deliver specialized

friction requirements



AUTOMATIC TRANSMISSIONS – STEPPED AT Torque Converter

Torque Converter Lock-Up Clutch

ATF requirements

• 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


Large operating range (-40C to 175C)

Deliver specialized friction requirements



Intermittent Shudder Continuous Shudder No Shudder

100 150 200 250 300 350

100 150 200 250 300 350

0 2 4 6 8

Torq

ue

Mea

sure

d a

t W

hee

l of

Car

(in

lbs)

Time (sec)

100 150 200 250 300 350

AUTOMATIC TRANSMISSIONS – STEPPED AT Torque Convertor Clutch, Friction Deterioration Shudder



AUTOMATIC TRANSMISSIONS – STEPPED AT Torque Convertor Clutch, Friction Deterioration Shudder

Deliver specialized friction requirements ATF must:



ATF PERFORMANCE REQUIREMENTS


Provide Anti-wear performance

Remove heat efficiently

Ensure transmission seal performance

Shear Stability

Corrosion protection

Antifoam properties

Large operating range (-40°C to 175°C)

Resist oxidation

Deliver specialized friction requirements



AGENDA






• Testing for ATF












• Summary




VISCOMETRICS PERFORMANCE Key Performance Tests

Viscometrics

Kinematic viscosity @ 100⁰C (KV100)

Brookfield viscosity @ -40⁰C

(BF-40)

Shear stability 20hrs KRL (KV100 and apparent viscosity),

Sonic Shear

Performance

Lubrication of transmission parts at high temperature

Transmission operability at cold temperatures - cold morning start

Ensures aged ATF adequately lubricates transmission parts



VISCOMETRICS PERFORMANCE Trends

DEXRON®-III

/ MERCON®7.00 cSt

MERCON®-V

7.50 cSt

DEXRON®-VI

6.00 cSt

MERCON® LV

6.00 cSt

VOITH / ZF

7.30 cSt

Allison TES-295

7.30 cSt

0%

10%

20%

30%

- 5,000 10,000 15,000 20,000 25,000

KR

L S

hear

Sta

bilit

y (%

KV

100 L

oss)

Brookfield -40C (cP)

ATF Shear Stability vs. Low Temperature Viscosity

Group I

Group II

Group III

Group IV



•Reduces fluid resistance and friction losses

•Coupled with improved shear stability to control thinning

Latest 6+speed transmissions use lower viscosity ATF

•Others maintain two specs – notably Ford, Hyundai and Toyota

Some OEMs replacing high-vis ATF with low-vis ATF

Toyota T4

Toyota WS

Nissan Matic-J

Nissan Matic-S Honda Z-1

Honda DW-1

Hyundai SPIII

MERCON® LV

DEXRON® IIIH Chrysler ATF+4

DEXRON® VI

MB 236.14

Mercon® V

15.0

20.0

25.0

30.0

35.0

4.00 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00

KV

@ 4

0°C

(cS

t)

KV @ 100°C (cSt)

KV @ 100°C vs KV @ 40°C

VISCOMETRICS PERFORMANCE New Generation ATFs - Lower Viscosity for Fuel Economy



OXIDATION PERFORMANCE Key Performance Tests

Oxidation

Aluminum Beaker Oxidation Test (ABOT) - Ford

Turbo Hydra-Matic Oxidation Test* (THOT) - GM

Indiana Stirring Oxidation Test (ISOT) - Asia Pacific OEMs

CEC L-48-A-00 (A), DKA Oxidation Test – European OEMs

Performance

Chain scission Loss of lubrication

Viscosity increase Sluggish operation

Sludge formation Clogged valve body

Acid formation Corrosion

Friction Modifier attack Poor shifting

*GM THOT has been made obsolete



OXIDATION PERFORMANCE Trends

ABOT Test Delta TAN

0.00

0.50

1.00

1.50

2.00

2.50

3.00

3.50

4.00

0 100 200 300 400 500 600 700

Test Duration (Hrs)

Del

ta T

AN

DEXRON®-IIIG DEXRON®-IIIH / MERCON® DEXRON®-VI Allison TES-295®

Decrease Spec. Limit

Increased Test Duration

Dec

reas

ed

Lim

it

DEXRON® IIIG

DEXRON® IIIH / MERCON®

DEXRON® VI

Allison TES-295®



CLUTCH FRICTION PERFORMANCE Key Performance Tests

Clutch Friction

Shifting Clutch

•SAE#2 Friction and Anti-Shudder Durability (ASD) rig – US and Asia Pacific OEMs

•Band Friction test – GM

•Plate Friction test – GM and Ford

•Cycling test – GM

Torque Converter Clutch

• Low Velocity Friction Apparatus (LVFA) for ASD – Asia Pacific OEMs

Performance

Shifting Clutch

• Allows diagnosis of abrupt, harsh shifts

• Allows diagnosis of elongated shifts and potential slippage

• Allows development of fluids that give clutches good holding power and high transmission capacity

Torque Converter Clutch

• Allows assessment of anti-shudder durability



CLUTCH FRICTION PERFORMANCE SAE No. 2 Friction Test Machine

Apply Piston

Load Cell

Static Drive

Inertia Flywheel

Worm Gear (Static Measurement)

Test Fluid Reservoir Dynamic Speed

Measurement



CLUTCH FRICTION PERFORMANCE SAE No. 2 Friction Test Machine – Clutch Head

Clutch Head

Pressure Plate

Load Cell

Input Shaft

Steel Plate

Friction Plate



CLUTCH FRICTION PERFORMANCE SAE No. 2 Friction Test Machine – Output

Sliding

Speed (high RPM)

Dynamic cycle

µs

Static Cycle

0

Torq

ue

or

Fric

tio

n C

oef

fici

ent

Time

µT

Torque Capacity µ0

Shift Performance

(µ0/µD)

Apply Force

Start Static Drive (low RPM)

µD

Dynamic Friction



CLUTCH FRICTION PERFORMANCE SAE No. 2 Friction Test Machine – Output

0

Torq

ue

or

Fric

tio

n C

oef

fici

ent

Time Start Static Drive (low RPM)

Hard Fluid

Soft Fluid



CLUTCH FRICTION PERFORMANCE Desirable Clutch Friction Performance

• Short shift minimizes energy transfer to fluid

Dynamic friction (µD) high, flat

• High value - abrupt, harsh shift

• Low value - elongated shift and potential slippage

Low speed friction (µ0) slight decrease

• Gives clutches good holding power, high transmission capacity

Static friction (µT) high

• Increase friction durability

Trend



CLUTCH FRICTION PERFORMANCE Low Velocity Friction Apparatus (LFVA)

Reasonable µ level with positive slope required

Used

New

Speed

Anti-shudder Performance Slipping Clutch

Load Compression Force

Steel Plate Rotates with Driver

Friction Plate Fixed to Cup

Test

Cu

p

Co

nta

ins

Flu

id

Driver

Rota

tes



CLUTCH FRICTION PERFORMANCE What Affects Friction?

Impacts on Friction

Hardware Demands

Temperature Sliding Surface Composition

Load Sliding Speed

Fluid Technology

Friction Modifier Type

Friction Modifier

Concentration

Increased interest in friction durability



ATF PERFORMANCE SUMMARY

ATF must meet exacting requirements for a variety of metrics

• Viscometrics

• Oxidation resistance

• Friction stability and durability



AGENDA






• Testing for ATF












• Summary




SERVICE FILL SPECIFICATIONS Passenger Car ATF

OEM High Viscosity Low Viscosity Ultra Low Viscosity

No

rth

Am

eric

an

OEM

s

MERCON®

MERCON® V MERCON® LV -

ATF +3® ATF +4®

948TE -

DEXRON® II DEXRON® III

DEXRON® VI -

Euro

pea

n

OEM

s

MB 236.10 MB 236.12 MB 236.14

Lifeguard 5 Lifeguard 8 -

Asi

a Pa

cifi

c O

EMs

Toyota T-IV Toyota WS -

Matic J/K Matic S -

Honda Z-1 Honda DW-1 -

Hyundai SP-III Hyundai SP-IV -

*Bolded specifications are open to licensing



SERVICE FILL SPECIFICATIONS Key JAMA Requirements

Used

New

Speed

Slipping Clutch

Anti-shudder Performance • Method: JASO M349-95 Sonic

• Requirements: KV100 after shear 5.7 minimum

• ~20% max vis. loss when fresh fluid KV100 is 7.1

Shear Stability

• Method: JASO M348-2002 SAE#2 (NW-461E)

• Requirements: Torque capacity, Dynamic friction stability, and shift performance

Friction Characteristics (Shifting Clutch)

• Method: JASO M349-2001 LVFA (D-0512)

• Requirements: Durability of positive m-V slope

Anti-Shudder Performance (Torque Convertor Clutch)



SERVICE FILL SPECIFICATIONS Heavy Duty ATF Specifications

OEM Region / Type Standard

Drain Interval Intermediate Drain Interval

Long / Extended Drain Interval

1000/2000, 3000, and 4000 Series

Allison TES-389™ - Allison TES-295® Allison TES-468™

H 40 EP™ H 50 EP™

- - Allison TES-468™

5000, 6000, 8000, and 9000 Series

Allison TES-439™ - Allison TES-353™

North America Service Bulletin 13 & 118 Standard Drain (36K mi)

- Service Bulletin 13 & 118

Long Drain (72K mi)

Europe G607 – H55.6335xx

Standard - 60,000 km -

G1363 – H55.6336xx Long - 120,000 km

EcoMat ZF TE-ML 14A

30,000 km

ZF TE-ML 14B 60,000 km

ZF TE-ML 14C 120,000 km

EcoLife ZF TE-ML 20B

60,000 km -

ZF TE-ML 20C 120,000 km

All 339 Type V1/Z1 339 Type Z2/Z11 339 Type V2/Z3/Z12

All STD 1273,40 – Trucks

STD 1273,41 – VCE - STD 1273,42 – VCE

All MB 236.7 MB 236.9

- -



AGENDA






• Testing for ATF












• Summary




ATF FORMULATIONS Typical ATF Additives

• Sludge and varnish control

Dispersants

• Oxidation control

Antioxidants

• Planetary gear, bushing, thrust washer, sprag and pump wear control

Anti-wear Agents

• Control clutch plate and band friction

• Shift feel

• Control torque converter and clutch friction

• Prevent shudder

Friction Modifiers

• Prevent corrosion of bushing and thrust washers

Corrosion Inhibitors



ATF FORMULATIONS Typical ATF Additives

• Control swelling, hardness, and tensile strength of elastomers

Seal Swell Additives

• Reduces temperature at which fluid starts to gel

Pour Point Depressant

• Reduce rate of change of viscosity with temperature; dispersant type also provides sludge and varnish control

Viscosity Modifiers



ATF FORMULATIONS Typical ATF Additives Treat Levels

ATF

Performance package

Seal Swell agent

Pour Point Depressant

Viscosity Modifier

5-10%

0-3%

0-0.5%

3-10%

Vol %

Total Additive treat: 8-24%

Base Oil (Group II,III)

Red Dye



AGENDA






• Testing for ATF












• Summary




- Launch Feel compared to torque converters in stepped AT

+ Fuel Efficiency

+ Shift Feel

+ MT Manufacturing (EU) • Combines elements of both manual and

automatic transmissions

Hardware

• DCT currently attracting great interest

• Especially in Europe where market share projections approach 20% by 2020

Market

• First commercial transmission introduced by VW

• Driven by fuel efficiency and driver comfort

Manufacture

AUTOMATIC TRANSMISSIONS – DCT Technology Update



• 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 Shaft 1

Input Shaft 2 Double-Clutch Module

Transmission

Output Shaft Input Shaft

AUTOMATIC TRANSMISSIONS – DCT How it works



• 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

Time

Torq

ue

2nd Gear 3rd Gear

AUTOMATIC TRANSMISSIONS – DCT How it works



AUTOMATIC TRANSMISSIONS – DCT Technology Trends -Wet or Dry Clutch?

• Used in medium segment car market

• Torque limitation of 250Nm

Dry-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

Wet-DCT Applications

Simplicity

Use only MTF

Higher efficiency

Heat & Friction losses

Torque Limitation (250Nm)

Dry

DC

T P

RO

s

Dry D

CT C

ON

s

Higher Torque Capacity

Improved friction, controllability and heat dissipation

Require special DCT Fluid

Shorter oil drain interval (i.e. ~40K mi for VW)

Cost

Wet

DC

T P

RO

s

Wet D

CT C

ON

s MTF “Dry”

MTF “Wet” (DCTF)



AUTOMATIC TRANSMISSIONS – DCT Fluid Requirements

• Gear Pitting protection

• Friction and wear control for synchronizers

• Corrosion resistance

• Material compatibility

• Oxidation control

Dry-DCT Fluid Requirements

• Same as for Dry DCT, but adding / balancing Clutch Friction control and Anti-Shudder Durability

Wet-DCT Fluid Requirements

MTF “Dry”

MTF “Wet” (DCTF)



AGENDA






• Testing for ATF












• Summary




AUTOMATIC TRANSMISSIONS – CVT Hardware Overview

Engine Efficiency

Effi

cien

cy

RPM

4-speed CVT 6-speed

• Key component allowing continuous step-less change in gear ratio by changing running radii

• Engine run at optimum efficiency

• Fuel economy and performance

• Driving performance – minimum power loss during ratio changes

Variator

• Steel belt – push or pull belt types

• Toroidal – traction drive

• Hydromechanical – combination of hydraulic and mechanical

Types



AUTOMATIC TRANSMISSIONS – CVT CVT Variator

• Gear ratio = Ri / Ro

• Defined by radius of belt travel on pulley

• Ri = input pulley radius

• Ro = output pulley radius

• High clamping forces prevent belt from slipping

• Radius of belt travel controlled by width of pulley

Metal ‘V-belt’ and conical pulley system

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

http://www.youtube.com/watch?v=GLNqzn7WgDQ

http://youtu.be/GLNqzn7WgDQ?t=31s



AUTOMATIC TRANSMISSIONS – CVT CVT 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 Pulley

Driven Pulley

Subaru Chain CVT Transmission Video: http://www.subaru.com/engineering/transmission.html

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



AUTOMATIC TRANSMISSIONS – CVT 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

Contact surface

Driving Pulley

Driven Pulley



AUTOMATIC TRANSMISSIONS – CVT Fluid Requirements

• Wear control

• Fatigue and sliding wear control

Steel-on-steel friction

• High pressure pumps shear fluids aggressively

Shear stability

• CVTs run hot

• Fill for life application

Oxidation stability

• Starting clutch, torque converter clutch, forward-reverse clutch

Paper-on-steel friction

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

All other conventional ATF properties



AGENDA






• Testing for ATF












• Summary




HARDWARE COMPARISON Stepped Planetary AT

- Torque Capacity

- Launch Feel

- Fuel Efficiency in 6-speed + applications

- Fuel Efficiency in applications with less than 5-speeds

- Packaging Size

STEP

PED

AT

PR

Os

STEPP

ED A

T CO

Ns



HARDWARE COMPARISON Dual Clutch Transmission (DCT)

- Torque Capacity

- Acceleration

- Fuel Efficiency

- Shift Feel

- Can use existing MT manufacturing sites

- Launch feel not as smooth as stepped AT

DC

T P

ros

DC

T Co

ns



HARDWARE COMPARISON Continuously Variable Transmission (CVT)

- Comfort due to no shifting

- Acceleration

- Fuel Efficiency

- Torque Capacity

- Cannot utilize existing stepped AT manufacturing sites

CV

T P

ros

CV

T Co

ns



: Major : Minor : Not Required

OEM Requirements CVTF DCTF ATF

Steel on Steel Friction Wear Protection / Paper on Steel Friction / Shear Stability Oxidation Air-release Gear Protection

HARDWARE COMPARISON Fluid Requirements



Driving Performance

Compact size Reduced weight

Fuel Economy

Low Emissions

TRANSMISSION TRENDS Drivers for Transmission Development



Fuel Economy And Emissions

Compact Size And Reduced Weight

• Increased torque density

• Reduced fluid required

Driving Performance and Comfort

• Shift quality / response time / comfort

• Shift sequence control / driving strategy to suit individual driving style

2012 SAE Transmission Symposium - FE Driver – WW legislation - Projected International Fuel Economy Targets (Gott - IHS)

TRANSMISSION TRENDS Drivers for Transmission Development

• Development of CVT, DCT and stepped AT with higher gear ratio spreads

• Improvement of friction clutch, pump, seal efficiencies

• Low viscosity fluids



Global Transmission Production is forecasted to growth to 100+ Millions in 2020 from 74 Millions in 2010

Source: IHS Dec. 2013 Transmission Production Forecast

Manual transmission (MT) production share will decrease by 9% from 2010 to 2015 and remain stable until 2020

Stepped Automatic Transmission (AT) production share will slowly decrease to 29% in 2020 from 34% in 2010

Continuously Variable Transmission (CVT) production share will increase to 10% in 2015 and 11% in 2020 from 7% in 2010

Dual Clutch transmission (DCT) production share will increase to 6% in 2015 and 8% in 2020 from 2% in 2010

Electric Vehicle Transmission (Reduction) production share will remain very low, at 1% by 2020

Electrically Variable Transmission (EVT) production share will remain low, at 2% by 2020

TRANSMISSION TRENDS Global Transmission Production and Share



‘Automatic’ transmission production in Europe will increase by 80% by 2020

• DCT production will increase and replace CVT

• DCT captures market share from MT and AT

China is forecasted to become one of the production centers

• AT, DCT and CVT will grow significantly at the expense of MT

Japan and Korea production will stay current with diversification

• OEMs increase their production presence abroad instead of exporting

North America production will significantly increase

• Recovery from financial crisis

• CVT production share increases to 21% in 2020

0.0

10.0

20.0

2010 2020

Mil Units

0.0

10.0

20.0

2010 2020

Mil Units

0.0

10.0

20.0

2010 2020

Mil Units

0.0

5.0

10.0

15.0

20.0

2010 2020

Mil Units

Automatic CVT DCT EVT

TRANSMISSION TRENDS Regional Transmission Production and Share



TRANSMISSION TRENDS Stepped AT Global Production - Leading OEMs

ZF, Ford, Aisin, Hyundai, and GM represent the most AT growth as they refine their designs with added forward speeds

Other currently top manufacturers i.e. Jatco, Honda and Toyota shifting focus to other types of Automatics e.g. CVT


North America and Japan remain the AT production leader, but China and Europe will grow

+25%



TRANSMISSION TRENDS Stepped AT Global Production – Leading Technologies

• Rapid increase in AT forward speeds

– 8+ Speeds ATs will represent more than 50% of AT produced in 2020

– higher transmission-ratio spreads and more gears with smaller gear steps

• Increasing efficiency, with power-to-weight advantage over CVTs and DCTs

http://www.zf.com/media/media/en/document/corporate_2/products_3/innovation_1/9hp_1/brochure_9hp.pdf

More Forward Speeds


Increasing power-to-weight performance



AUTOMATIC TRANSMISSION FLUIDS Summary

• Stepped ATs remain predominant

• Increase in gear ratios to improve fuel economy

• Reduced size and weight

• Nonconventional transmissions gain market share

• CVT growth in Asia and North America

• DCT growth in Europe

Transmission Trends



AUTOMATIC TRANSMISSION FLUIDS Summary

• OEMs specify ATF with

• Specific viscosity and shear stability requirements

• Exact friction requirements (friction durability and anti-shudder durability)

• 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 initially require genuine OEM fluids

Fluid Trends



Permission is given for storage of one copy in electronic means for reference purposes. Further reproduction of any material is prohibited without prior written consent of Infineum International Limited. The information contained in this document is based upon data believed to be reliable at the time of going to press and relates only to the matters specifically mentioned in this document. Although Infineum has used reasonable skill and care in the preparation of this information, in the absence of any overriding obligations arising under a specific contract, no representation, warranty (express or implied), or guarantee is made as to the suitability, accuracy, reliability or completeness of the information; nothing in this document shall reduce the user’s responsibility to satisfy itself as to the suitability, accuracy, reliability, and completeness of such information for its particular use; there is no warranty against intellectual property infringement; and Infineum shall not be liable for any loss, damage or injury that may occur from the use of this information other than death or personal injury caused by its negligence. No statement shall be construed as an endorsement of any product or process. For greater certainty, before use of information contained in this document, particularly if the product is used for a purpose or under conditions which are abnormal or not reasonably foreseeable, this information must be reviewed with the supplier of such information. INFINEUM, PARATAC, SYNACTO, VISTONE and the interlocking ripple device are Trade Marks of Infineum International Limited. © Infineum International Limited 2015. All rights reserved

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