When the automobile lovers send their car to the authorized service centre or any trusted mechanic outside of authorized service, the essential that will be checked is the car engine, tire, alignments and balancing, air conditioner problem, etc. They are another component that is important in impeding the car forward or reversing the transmission gear. The transmission also needs to be maintained to hinder any mishap while propelling the car forward or backwards. Any failure of the vehicle transmission can make the automobile lovers down in the profound inconvenience where they cannot move the vehicle and will be stuck statuesque with their car.
The oil filter and flushing out the oil happen for 5,000km for semi-synthetic oil and 10,000km for fully synthetic oil. The gear oil needs to be replaced each 40,000 or 50,000 depending on the car manufacturer requirement and the type of transmission they fixed in the car, whether dual-clutch transmissions, manual transmission, or CVT transmission. They are particular transmission oil or transmission addictive for transmission maintenance.
Gearbox oils are classified by the American Petroleum Institute using GL ratings. The higher an oil’s GL rating, the more pressure can be sustained without any metal-to-metal contact between transmission components. Separate differential usually has higher pressure between metal parts than gearboxes and therefore need higher GL-rating. For example, most modern gearboxes require a GL-4 oil, and differentials where is fitted many require a GL-5 oil.
While they take the same form, the viscosity grades for gear oils are different from the viscosity grades for engine oil. The viscometric for gear oils are standardized in SAE J306. Multigrade gear oils are becoming more common; In contrast, gear oil does not reach the temperatures of motor oil. It does warm up appreciably as the car is driven, due mainly to sheer friction.
Automatic transmission fluids parallel with the history of automated transmission technology. General Motors (GM) developed the world’s first mass-produced automatic transmission, the Hydra-Matic 4-speed, for their 1940 model year. The Hydra-Matic transmission required a special lubricant GM called Transmission Fluid No. 1. This transmission fluid was only available at Oldsmobile, Pontiac, and Cadillac dealerships. Subsequent automatic transmission and fluid coupling technologies and difficulties with fluids in cold and hot temperature extremes led to a need for longer-lasting, higher-quality transmission fluids. Additionally, a better automatic transmission fluid distribution and marketing system were necessary for the long-term success of the automatic transmission.
In 1949, GM released a new Type “A” fluid specification. In an attempt to make GM automatic transmission fluid available at retailers and service garages everywhere. Every automatic transmission produced by any vehicle manufacturer (Oldsmobile, Cadillac, Buick, Chevrolet, Pontiac, GMC, Ford, Mercury, Lincoln, Chrysler, Dodge, Desoto, Packard, and Studebaker used GM Type “A” transmission fluids in their transmissions from 1949-1958.
From 1958-1968 many vehicle manufacturers continued to use the following GM automatic transmission fluid specification, the Type “A” Suffix “A” fluid in their transmissions. In 1966, Chrysler began releasing their mechanical transmission fluid specifications. GM ATF was the same colour as engine oil through 1967. Aftermarket ATF was available with red dye as an aid in fluid leak detection. Dexron (B) was the first GM ATF to require red paint.
In the 1940s, 1950s, 1960s, and early 1970s, ATF contained whale oil as a rust and corrosion inhibitor. A moratorium on whale oil prevented older ATF production, such as the original 1967 DEXRON formulation (Type B) and the fluids that preceded it. Vintage GM (1940-1967), Ford (1951-1967, and Chrysler products (1953-1966) used GM Type A fluid or GM Type A Suffix A fluids; these fluids are no longer produced. GM recommends Dexron-VIfluid, Ford recommends Mercon V fluid, and Chrysler recommends ATF+4 fluids for vintage transmission use.
Through the late 1970s, Ford transmissions were factory filled with a fluid identified as ESW M2C33-F. Oil companies and other factory serve suppliers were allowed to develop fluids that met the ESW M2C33-F specification and market them under their brand names but identified as Type F.
The second generation of transmission fluid was released in 1974 as the factory fill specification, ESW M2C138-CJ. This fluid was developed to modify the vehicle shifting characteristics and improve oxidation resistance and anti-wear performance.
No service fluids were developed, and DEXRON fluids approved by General Motors were considered acceptable. With continuing changes and improvements in transmission design, a centrifugal lock-up torque converter clutch was introduced into the C5 transmission to smooth engine vibrations sensed by the vehicle’s occupant. An associated shudder problem forced the introduction of the factory fill specification ESP M2C166-H. Servicing transmissions with DEXRON fluids was unacceptable since not all DEXRON fluids could eliminate the shudder phenomenon. The fluids that could be used were a subset of the DEXRON fluids. The advent of Type H as factory fill necessitated developing a service fluid specification to match the performance expected from Type H. These had resulted in the release of the MERCON specification in 1987.
One major revision occurred in September 1992, when low-temperature viscosity requirements, volatility requirements, viscosity change limits after high-temperature exposure and improved oxidation limits were introduced. These changes raised the performance of MERCON fluids above ESP M2C166-H levels.
The development of modulating and continuous slipping clutch converters has prompted the development of the MERCON V specification. Included are requirements to verify the anti-wear capabilities and anti-shudder characteristics of the fluid. The MERCON V specification was further modified sometime before 2007 to make it backwards-compatible with MERCON. Ford has/is terminating all license agreements for the manufacture and sale in favour of MERCON V.Toyota continued using GM ATF, including Dexron (B) and Dexron-II(D) in most of their automatic transmissions until 2003. In 1988, Toyota began releasing its mechanical transmission fluid specifications.
The transmission had seen many changes to fulfil the current generation car’s, and also they need to protect the transmission from corrosion and any mishap. Like the crucial engine oil, the vehicle transmission oil had also seen many changes that had improved aligned with the reason it is built to maintain the transmission’s performance and hinder any problem due to corrosion of mechanical part in the transmission.