The article below is my IMHO and the data provided by the largest manufacturers of CVT fluids. I am not responsible for the accuracy of the information they provide.
Everyone has the right to draw their own conclusions and decide which liquid to pour into their variator.
This analysis was prompted by controversy over Subaru CVT fluids.
This article is focused on Subaru CVTs, however, it can also be applied to CVTs from other automakers.
Clarifications.
690T - 690th CVT, which is aggregated with FA20DIT
690A - 690th CVT, which goes on outbacks, with FB engines
580A - 580th CVT, which goes on cars with FB engines.
1. Marketing Subaru.
Since 2009, Subaru began to massively introduce CVTs into its cars.
And there is a lot of information that the liquid is unique, no other is suitable, and so on blah blah blah.
2. Background.
A year ago, I began to figure out what kind of slurry is actually used, but I did not finish it, since in the case of the turbo Forester, the cost of 1 liter of the original is ~ 750r and there was neither time nor desire to bother with this issue.
Recently, I encountered a box problem, which was quickly resolved, and my discussion with Mikhail (who was changing a failed solenoid) on the subject of variator slurry prompted me to bring the issue to an end. Below I will tell you about what and how I did it.
3. Superficial googling.
Studying the experience of using third-party oils, I did not find any relationship between the use of native or third-party oil, with the number of CVT breakdowns.
Moreover, I noticed an interesting fact: for example, in the USA, many make the first oil change after 80-100 thousand miles! Below is the chemical analysis of the slurry after 82.9 tkm - its properties practically did not change, only there is a lot of dirt in it.
In the same Canada, Subaru dealers sell the original slurry for $ 60 per liter! As a result, people are actively using third-party fluids.
4. Collection of information.
From the very beginning I did not believe that a special formula had been developed for Subaru. It’s a very small car manufacturer, so that one of the lubricant manufacturers would produce a unique slurry for it.
However, in order to have some kind of starting point, I decided to find a chemical analysis of the native slurry.
On the open spaces of the Russian Internet, I did not find anything, in connection with which I went to search the forums of other countries.
After a while, I found a chemical analysis of Subaru SOA748V0200, which is used in the USA as high torque for 690T CVTs (our analogue K0421Y0700).
Color difference between fresh and old SOA748V0200 liquid
Laboratory analysis of SOA748V0200 fresh liquid
Laboratory old liquid SOA748V0200
If you put everything in a table, it will look like this
As we can see, the physical properties of the liquid, such as viscosity, have not changed much.
The flash point of the old fluid has increased slightly.
Boron has become a little less (one of the main functions of boron is the role of an ashless dispersant), therefore, its decrease is logical. The amount of Phosphorus and Calcium remained at the same level, and the increased elements, such as aluminum, iron, are explained by the wear of the mechanical part of the variator.
However, the most interesting thing is in the flash point, which is 204 ° C, which suggests that we are faced with ... simple hydrocracking, without PAO and esters, with the most minimal additive package ...
The next step is to search for information about the characteristics of fluids from different manufacturers.
As a result, I brought all the information into a single table.
In this table:
1. The last 4 are dubious oils, Totachi and Mitasu levels.
For example, Amalie Universal Synthetic CVT Fluid.
It has a flash point of 190 ° C, but at the same time a pour point of -51 ° C, but this does not happen.
2. The eminent brands' slurries have a flash point higher than the original Subaru slurry, which indicates that they use PAO additives and such a slurry is at a higher level than our own.
The closest performance to Subaru High Torque SOA748V0200 was Havoline® Fully Synthetic CVT Fluid.
By the way, notice an interesting feature: Subaru does not supply JXTG Nippon Oil & Energy slurry to the USA, which we have as K0421Y0700, but found another manufacturer in the USA who did not even bother to paint it red!
I don’t know what it’s connected with: perhaps the American FAS tapped Subaru's voice and forced her to order slurry from a local oil refining company, and perhaps this way is cheaper.
However, the Havoline website states that their Havoline® Fully Synthetic CVT Fluid is compatible with all Subaru CVTs:
Subaru Lineartronic CVTF (PN K0425Y0710)
Lineartronic CVTF II (SOA748V0200)
CV-30
High Torque CVTF
e-CVTF
Havoline is a pretty serious company in itself and understands perfectly well that if a US resident puts their product into his box and it breaks down, they will be dragged around the courts.
5. What about fluids for 580A and 690A?
Yes, everything is about the same. Here is a fluid test with a run of 60 thousand miles (96.540 km)
And if you look at the testing with even higher mileage?
For example, 123.250 miles (198.309 km!)
Let's summarize all the data in a summary table
Based on this table, we can conclude that the differences are:
- Calcium has one and a half times more.
- in the Bora athlete, it is 2.5 times less.
Everything. All other characteristics are identical.
From the changes in the characteristics:
- the flash point rises.
Flash point.
As we noticed in the comparison of the turbine fluid, it increased during the aging of the oil.
And if we correlate the flash point of the moisture, then we can estimate that most likely, in the database we had the same 204 ° C, that is, hydrocracking without PAO.
6. Results.
If we talk about the physical properties of the fluid, then Subaru fluids have a kinematic viscosity at 40 ° C higher than others.
This is probably a requirement that there is no slippage of the chain between the cones. Although ... after all, the viscosity at 100 ° C is the same as that of other liquids, or lower.
But most likely, this is just a lack of the cheapest oil.
By the way, mind you, the viscosity is identical to 0W-20 oils!
All this suggests that Subaru CVT fluid is the simplest, cheapest, and the use of any fluid of any brand manufacturer in most cases is of higher quality, but not lower.
If you really don't want to risk it at all, the owners of 580A / 690A CVTs can safely fill themselves with Subaru High Torque K0421Y0700, which is almost identical to K0425Y0711 (except for a slight difference in the additive package) and costs ~ 2 times cheaper.
Unless I strongly recommend not to mix it with your old slurry, but by a complete replacement method.
In general, I am against partial replacement and consider partial replacement to be the same perversion than partial replacement in gearboxes or an engine.
However, I do not advise you to fill in K0415YA090, because there is a confirmed case where the use of this fluid led to the chain slipping in the cones. Unfortunately, I do not have a laboratory analysis of this liquid and I cannot say about the possible reasons.
7. To whom this topic is interesting and who would like to contribute to it, I will be grateful if you give it to laboratory analysis of the liquid:
K0421Y0700 (ready to provide fresh oil)
K0425Y0711
to find out their properties.
Probably, my division of oils by kinematic viscosity is wrong: if these oils are at the level of Eneos and Idemitsu, this will mean that they can be safely poured as a cheap analogue, including in the 690T variator (but this is not yet certain). To reduce the risk of problems, I recommend pouring only liquids into the 690T as analogues:
1. Havoline® Fully Synthetic CVT Fluid (closest to original, claimed High Torque compatibility)
2. Pentosin CVT 1
3. Redline Non-Slip CVT
The number of cars with a variable speed transmission (CVT) on the roads of Russia is increasing every year. Accordingly, more and more often the question arises of what kind of oil to pour into the variator so that the transmission will serve for a long time and not create problems.
In modern cars, a CVT box is installed, designed to perform certain actions:
- Lubricates pulleys;
- Lubricates the differential;
- Conducts heat;
- Maintains a normal temperature in the automatic transmission.
CVT lubricant is manufactured in the same way as engine oil. Usually by oil hydrocracking technology.
Properties
Any mixture for CVT provides the basic qualities:
- Anti-seize. The pulley and differential are protected from scuffing;
- Viscous. The oil thickens at elevated temperatures and becomes quite liquid at sub-zero temperatures.
The lubricating composition in the variator box requires timely replacement, it ages too quickly. The base oil is oxidized and the viscosity index changes. In addition, original additives have their own resource. They can also oxidize and begin to break down. Their longevity is also influenced by the operating temperature and the resulting pressure.
All of the above factors affect the properties of the additives. With the onset of cold weather, the mixture begins to thicken. The result is increased wear on parts. When heated too much, the oil becomes too liquid, which prevents the formation of an oil film. Seizures appear on the surface of the parts, it begins to foam.
Types of oils for the variator
Idemitsu CVTF
For the manufacture of CVTF gear oil, the latest technologies from Idemitsu were used. It can be used in any modern car models equipped with a variator.
It is based on a high-quality base car oil and a package of unique additives. Thanks to this composition, gear changes are quiet and smooth, regardless of the driving style, even the most aggressive one.
Reliably protects the pulley, lamellar belt, as well as parts of the valve body from wear.
Designed for Jatco type CVTs installed in cars:
- Nissan;
- Mitsubishi;
- Peugiot;
- Citroen;
- Dodge;
- Renault;
- Suzuki;
- Infiniti.
Virtually no oxidation, so the viscosity index remains stable. The viscosity parameters are not affected by the increased contact temperature, as well as high loads.
CVT TYPE-2
Special oil designed for the operation of the latest Honda HCF-2 CVT 0.946l. In European countries, the grease became known as CVT TYPE-2.
Since 2015, the fluid has been used in CR-V CVTs. This oil is suitable for all new Honda cars equipped with a 2.4 engine. The type of fluid suitable for the box can be identified by the label on the dipstick.
The manufacturer prohibits the use of other brands instead of such grease, for example, HMMF, Honda CVT. They were used on outdated CVTs, and their properties do not meet the requirements of modern boxes.
CVT fluid Green1
Gear lubricant is designed for Japanese CVTs Suzuki CVT fluid Green1. Not applicable for motorcycle equipment. Possesses properties inherent in lubricants made in Japan, namely Nissan NS-2, Mitsubishi J1.
Pentosin CVT 1
100% synthetic. Compatible with fluids intended for car CVTs:
- Mercedes;
- Audy;
- Subaru;
- Toyota.
It is also applicable in other variator boxes. The exception is toroidal models, which are equipped with some Nissan cars:
- Cedric;
- Gloria;
- Skyline.
The lubricant can also be used in chain variators, increasing their frictional properties. Today, CVT oil for Toyota cars has ceased to be supplied to Russia from the Japanese market. Pentosin CVT 1 is considered an excellent replacement.
Competition and increasingly stringent environmental requirements are prompting car manufacturers to innovate more and more. So, relatively recently, a continuously variable transmission, called a variator or CVT (Continuously Variable Transmission), has become widespread. Its advantages are well known: it is a continuously variable gear ratio, which ensures maximum engine efficiency at any time, better dynamics and fuel efficiency indicators in comparison with automatic transmission.
If motorists quickly figured out the advantages of variators, then certain difficulties still arise with the correct maintenance and operation of the unit. And, as always, the question of choosing a transmission fluid remains relevant, since, incorrectly selected, it can reduce the efficiency of the continuously variable transmission or even disable it.
History and today of the variator
The first Variomatic V-belt variator was installed in a DAF passenger car in 1959. Twenty-five years later, an improved modification of the unit - Transmatic - is installed on Fiat and Ford cars. In the late 80s, the design of the variator changed significantly. The control became hydraulic with the use of electronics, the place of the rubber belt was taken by a specially modeled metal belt, the pulleys became sliding. The first company to boast of such an innovation was Subaru.
A decade later, Nissan became the first automobile manufacturer in the world to use continuously variable transmissions. From that moment on, the use of variators only expanded.
The basic assembly of a torus variator is quite simple. However, it is difficult to obtain a normal engagement in the contact patch and to achieve the absence of metal wear. For this, the material is saturated with carbon, but the structure does not take root.
In modern cars, three main types of variators are used: with a pushing belt, less often with a pulling chain, and very rarely toroidal ones.
According to the materials, the main unit of the torus variator is very complex. The pressure in the contact patch of the discs with the rollers can reach up to 10 tons. Therefore, for the manufacture of both, a special bearing steel with a high percentage of carbon is used to make the working surfaces harder. Plus - expensive oil, under such a load, turning into the thinnest film capable of transmitting torque, and in other conditions - performing the usual functions - lubricating or ensuring the operation of the clutches.
The pressure at the point of contact between the belt and pulleys is less than in the torus variator. Therefore, the most widespread today are belt-driven continuously variable transmissions. And yet it is this node that is the main weak link of the CVT.
The CVT belt consists of two sliding pulleys and a belt, which is a belt consisting of several hundred metal segments held by a strong belt.
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| From the point of view of bare mechanics, changing the gear ratios in the variator is, perhaps, even easier than in the manual transmission, and even more so in the "automatic". But until the 80s of the last century, there was no "strength" technology for metal processing required in the contact patch, and oil, which under pressure could not reduce, but increase the coefficient of friction. | The belt assembled from metal segments is based on steel belts. For the former, who push the pulleys with their side surfaces, the freshness of the oil is critical, and even more so its absence. The latter are damaged by shock loads and "get tired" from working on a small radius. Prolonged driving in traffic jams and at maximum speeds will reduce belt life. |
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Currently, the belt variator is used by many car manufacturers. The leading companies in the production of continuously variable transmissions are the Japanese Aisin Seiki Co and Jatco, the German ZF Friedrichshafen AG. These are the prime and systemic developers and contractors for car manufacturers. The latter, in turn, also often dictate a change of course.
For example, Audi has partnered with LuK to develop a ladder for its Multitronic CVT. Unlike a belt, the chain can operate on a smaller radius, which allows for a greater power range and theoretically makes the box more compact.
Subaru also followed the path of Audi - Japanese engineers also, together with LuK, created the Lineartronic chain variator. Subaru was among the first to equip its models with V-belt variators, but now all Subaru's CVTs are chain.
 |  |  |
| Multitronic of the first generation in services is already well studied, since the guest is often in repair. The study of the new unit has begun. | The chain, pioneered by Audi, contacts the pulleys not with the side surfaces of the links, but with their axles. Despite the seemingly smaller contact patch, this design is capable of transmitting torque no less than V-belt CVTs. The undoubted advantage is the ability to work on pulleys with a smaller diameter. The links are more flexible than steel belts. | Subarovskie Lineartronic has already managed to modernize, but these are still very fresh units, the study of which in the service station is just beginning. |
The chain contacts the pulleys not with the lateral surfaces of the links, but with their axes. Despite the seemingly smaller contact patch, this design is capable of transmitting torque no less than V-belt CVTs. The undoubted advantage is the ability to work on pulleys with a smaller diameter. The links are more flexible than belts with steel segments.
The main difference between these CVTs is that the Multitronic uses a DSG twin-plate clutch and the Lineartronic uses a torque converter.
The transmission of power in variators is due to the frictional force that occurs between the surfaces of the pulley and the running surfaces of the belt or chain. And ensuring the optimal coefficient of friction for the transmission of torque is one of the main functions of the fluid for continuously variable transmissions - CVTF (Continuously Variable Transmission Fluid).
How to live with a variator in peace, tranquility and harmony
The nuances of designs from different manufacturers do not at all prevent all variators, without exception, to equally suffer from a number of influences. The transmission of torque by a belt or chain, in principle, calls into question some well-established aspects of operation.
It must be understood that severe temperature operating conditions are created in the variator and, as a result, an actively wearing out and contaminated liquid. Aging of the fluid for the variator is, perhaps, even more critical than for the "automatic". Nevertheless, in the automatic transmission, it transmits the moment to the friction discs, which have a good coefficient of adhesion. And variator fluids work in a pair of "metal-metal" friction, which determines slightly different requirements for them.
CVT is highly temperature dependent. Continuous driving at high speeds will overheat the machine. As, however, and life in traffic jams. If both are essential operating conditions.
The belt, or rather, its belts, are very sensitive to constant bending along a small radius - this is obtained when driving for a long time at low speeds, for example, in traffic jams, or when driving for a long time at a high constant speed.
Aggressive driving style is unacceptable on a car with a CVT. Abrupt starts, slippage, especially in cases when they are followed by hard "frictional" contact with a dry coating, reduce the resource of the main variator assembly.
It is imperative to monitor the cleanliness of the main engine radiator, which includes the transmission cooling circuit.
In cold weather, the variator needs a gentle warm-up without intensive acceleration. In the contact patch, the liquid begins to work effectively only at a temperature close to the working temperature, and before that, the belt and chain will slip during rapid acceleration, wearing out the pulleys.
If the control unit loses the signal from the failed speed sensor, this will provoke a sharp transition of the cones to the average gear ratio - to emergency mode, thereby causing emergency engine braking. In this case, the belt is deformed, and sometimes it can completely collapse. True, this happens only at sufficiently high speeds. If the speed is low, then the variator may not suffer. In this regard, advice: when purchasing a used car, take care of replacing the speed sensor, and it is desirable that it be a renowned manufacturer.
Moreover, the variator can be "condemned" by unexpected influences, which you will not pay attention to during the operation of the "mechanics" or "automatic machine". CVT is contraindicated for any towing on a "tie" with an inoperative engine, even at low speed! And no adding fluid, as in an automatic transmission, will help in such a situation. The driven shaft with the pulley will rotate from the wheels, and the chain or belt will "mill" the pulley on the braked drive shaft.
Shocks in the transmission, which, when overcoming obstacles or dirt, can easily withstand the "mechanics" and the classic automatic machine, are fatal to the variator. The tape is stretched, the gaps increase, then there are either scuffs or a break. Even an elementary impact on a snag or a stone while reversing can disable the variator due to the very powerful return impulse transmitted to the belt.
He does not like the variator and ragged driving. Its destiny is smooth acceleration and smooth deceleration. Under these conditions, the belt or chain works optimally without unnecessary longitudinal loads. This, in turn, ensures a gentle operation of the pulleys. Otherwise, they will be seized, and this is the incorrect operation of the transmission, which will subsequently lead to costly repairs. There is no need to count on the fact that they can be pierced. Manufacturers do not lay repair dimensions in them, and therefore only new ones will have to be installed.
You can check whether there are serious flaws on the pulleys or not without disassembling the box. To do this, it is enough to move smoothly on a flat asphalt by car and drive about a kilometer at low speed. We felt jerks - it is better to refuse to purchase such a machine.
It is also worth knowing that not all CVT fluids are compatible. Therefore, you need to clearly know what kind of liquid is poured into the box. In this regard, it is strongly recommended to find out from the previous owner the mileage at which it changed. If this is not possible, be sure to change!
Poor fluid quality or insufficient fluid level may be indicated by poor acceleration of the car, jerks at the start of movement, strong vibration of the engine when idling. Difficulties in shifting gears or moving the car in position N of the variator switch, on the contrary, indicate that the transmission fluid in the variator is more than normal.
CVTF selection
Nikolay Zakharchuk, specialist in the field of modern lubricants:“The use of special fluids in a CVT box is due to the principle of its operation.
Constant metal-to-metal contact with the possibility of unwanted slippage causes the addition of special frictional additives to CVTF, in contrast to ATF. In addition, the wear protection must be strengthened in the CVTF. And also, as in traditional ATFs, antioxidants, detergents and other additives are present in CVTFs.
The CVT box provides for the use of exclusively synthetic fluids, which radically distinguishes it from traditional automatic transmissions, in which it is possible to use mineral lubricants (ATF II) or fluids consisting of mineral and synthetic bases.
Synthetics are the most stable base of all possible ones that exist. It will provide the most durable operation of the box and a longer fluid change interval. Any working fluid does not retain its properties forever, and the CVTF also needs to be changed.
The technical data sheets do not indicate many important indicators - this is a common problem for the market of automotive fluids, and not only transmission fluids - ATF or CVTF in particular, but also motor fluids. Those. the properties indicated do not reflect the content of frictional additives. In the case of the liquids of interest to us in the passport, of the essential indicators, only the content of synthetics is displayed, and synthetic liquids usually have a high viscosity index and a low pour point (more correctly, loss of fluidity).
Friction properties can be displayed by tribological indicators - load class FZG. In Ukraine, tribological properties can be measured on a four-ball machine (CSM) "Prize". But even high tribological indicators on a 4-ball machine do not guarantee that this fluid will be effective when used in a CVT, because frictional additives that increase tribological protection are of a different nature. It may look good on a quality data sheet or spec sheet, but it is for certain applications that the wrong additives may be selected.
Most manufacturers don't joke with these things. Everyone understands what a breakage of such a box means for a brand image. Usually, you don't have to worry when buying liquids from well-known world brands. Moreover, most little-known manufacturers do not risk entering the market with such an offer, because they do not have sufficient experience in the production of such fluids.
To perform the main functions, as well as for the stability of the mixture, various additives are added to the base synthetic base of the variator fluid: frictional, antiwear, anticorrosive additives, friction modifiers, antioxidants, extreme pressure agents, additives to increase the viscosity index.
Companies that have a strong position in other groups of fluids and oils are taking new products seriously. Most often they produce transmission fluid for the first fill. But in fact, there are not so many offers for CVT on the market.
And the market itself is still small. Such boxes are just entering the market in large quantities, and their share is not yet large. The pace is set primarily by Asian manufacturers.
There is no difficulty in CVTF production. There is difficulty in testing and selling. In services, preference is always given to native fluids that were in this particular car during the first filling. Entering the automatic transmission market with a brand that was not present at the first fill is usually quite difficult.
My opinion is that liquids from different brands should not be mixed. We do not know who and what poured in, if the liquid in the box could already change. We don't know what the liquid is made of. Synthetic bases are different, the additive package may differ. We are not saying that another fluid is ineffective. In rare cases, CVTFs from different manufacturers, interacting with each other, can give synergy in their work, but most often this will be a deterioration.
It must be remembered that it is always best to make a complete fluid change. The remainder of the liquid, which has spent tens of thousands of kilometers, is likely to contain wear products that can stimulate deterioration in the quality of the poured material, primarily oxidation. Axiom - the refilled fluid will age much faster than the completely replaced one.
Can I change the brand of fluid after flushing the gearbox? Yes. How? This is more a question for car service specialists. The instructions for replacing the CVTF are readily available, and it is not difficult to find the answer to this question.
With regards to the frequency of replacement. Here, the situation is exactly the same as with engine oils: even with the recommendation of a replacement of 10 thousand km, if you change the oil every 5 thousand km, you will only benefit in the long term. "
So, a properly sized CVTF provides a comfortable ride, longer transmission life and extended service intervals.
Different types of variators involve the use of fluids with different properties. So, for chain variators Multitronic and Lineartronic, original fluids are used. This is explained by the fact that these continuously variable transmissions, as already mentioned above, work on a different principle in comparison with belt units.
The Power Split CVT is a new class of continuously variable transmissions, commonly referred to as multi-flow transmissions. The unit is used in Toyota Prius and requires a special transmission fluid that takes into account the peculiarities of Power Split operation.
There is a wide range of products on the market for belt variators. Motorists have a question, which CVTF to choose: original or high-quality universal. Sometimes the problem becomes more complicated: the original CVT fluid is not available for sale, or its price is simply not affordable. In such cases, it makes sense to pay attention to alternative fluid manufacturers. To protect yourself from a low-quality product, the advantage when choosing a CVTF should be given to a recognized brand that has been on the market for several years, has established itself as a reliable manufacturer, and whose products are approved by leading automotive companies.
What characteristics should a motorist pay attention to when replacing variator fluid in belt variators?
For example, consider the universal CVT fluid KIXX CVTF from the Korean manufacturer GS Caltex. The product has a wide range of approvals and is approved for use in several types of transmissions.
KIXX CVTF is a high quality synthetic transmission fluid for a wide range of different CVT transmissions. Provides reliable operation of belt variators, prevents premature wear, increases gearbox life and oil change intervals, depending on the requirements and recommendations of car manufacturers.
 | Chrysler NS-2, CVTF + 4 Daihatsu Ammix CVT Ford CVT23, CVT30 Ford MERCON C GM DEX-CVT Honda HMMF *, HCF2 Hyundai / KIA SP-III Mazda JWS 3320 Mercedes-Benz 236.20 Mini Cooper EZL799 Mitsubishi CVTF-J1, SP-III Nissan NS-1, NS-2, NS-3 Subaru * ECVT, iCVT Suzuki CVTF TC, NS-2, CVT Green 1 Toyota * CVTF TC, CVTF FE |  |
High quality lubricants KIXX confirmed by the fact that GS Caltex, as a major manufacturer of base oils and having an alliance with Chevron Corporation, secures the government order of the government of the Republic of Korea and serves as a supplier for manufacturers such as Hyundai and KIA Motors, Hyundai Heavy Industries, Volvo Construction Equipment, POSCO, GS Chemicals and others.
Fluid for continuously variable transmission KIXX CVTF provides comprehensive protection against premature wear of transmission components such as metal belts, pulleys and valve body parts. The fluid has a high resistance to oxidation, thereby providing viscosity stability throughout its entire service life under conditions of high contact loads and temperatures.
KIXX CVTF meets the requirements for anti-vibration performance, provides optimal coefficient of friction and thermal stability.
Behind my shoulders are more than a hundred hand-picked engines and dozens of gearboxes. I also have an education in the field of engineering, and over the years of work I have learned to understand something worse than an academician. Reviews of motorists only confirm this.
This time I decided to talk about such a complex topic as CVT oil.In modern cars, a CVT box is installed, which is intended for such actions:
- Lubricates the pulleys in the car;
- In this case, the differential is lubricated;
- Heat removal is also carried out;
- CVT lubricant is capable of maintaining normal gearbox temperatures.
CVT lubricant is made in much the same way as conventional motor lubrication. The essence is in the technology of stepwise hydrocracking.
- Extreme pressure performance. Provides better protection of the automotive differential from the formation of chips and scuffing;
- Viscous. The grease thickens quickly at elevated temperatures.
- The lubricating oil in the variator box must be changed in time, since such oil quickly loses its properties.
- It oxidizes during operation, and the viscosity value also changes.
The basics of the basics
The varied lubricant requirements of modern transmissions can only be met if, from an engineering point of view, the correct lubricant is used in the right amount under the permissible operating conditions in the transmission. Therefore, it is important to pay close attention to the relevant specifications and OEM approvals when repairing a transmission and changing transmission oil.
Transmission oil types
Due to its position as one of the leading developers and suppliers of lubricants in the automotive industry, FUCHS offers the largest range of gear oils. I would recommend purchasing this brand of oil.
Fluids for CVT and manual transmission
In modern manual transmissions, in addition to reducing wear, a lubricant performs a wide variety of tasks and influences ride comfort, as lubricant has a decisive influence on shift quality.
Axle drives require particularly high wear protection (AW) and extreme pressure properties (EP). This is only possible with highly concentrated sulfur additives, so classic type oils are not suitable for clutch or timing.
In addition to high wear protection, axle drive oils must have good aging properties - consider this. Here, too, longer drain intervals and service life have to be achieved. With stricter pothole directives and regulations, CVT oils are becoming thicker and thicker to optimize drivetrain efficiency.
Automatic transmission fluids (ATF)
Important to the functionality of an automatic transmission is the coefficient of friction when opening and closing oiled plate clutches and brakes in automatic transmissions. This is exactly what the automatic transmission fluid needs to be fine-tuned for.
OEM specifications are decisive for the selection of automatic transmission oils.
Transmission oils for continuously variable transmissions (CVTF)
CVTF oils are very similar to ATF oils, but in addition to the ATF properties, they are specially formulated to take into account the frictional properties required for contact between metal friction parts (variator to chain / transmission chains). Since CVT transmissions typically use strong hydraulic pumps, CVTF lubricants must have particularly good foam and air release properties to prevent cavitation in the pump.
Dual Clutch Transmission Fluids (DCTF)
Dual-clutch transmission fluids are a compromise between high MTF performance and efficient ATF. In addition, the use of hydraulic pumps increases the requirement for stability.
Types of variators
In addition to the CVTs described, below is a brief description of the main types used in passenger cars:
Belt type CVT: also called "push-type" CVT or "Van Doorne".
The essence of the system
The belt is clamped in pulleys at a pressure of up to 4 tons and "pushed" through its pulleys. The compressive loads on the individual belt plates vary depending on the size of the engine, but they are quite high, starting at 120 Pascals for a small four-cylinder engine.
Chain type CVT: also called "tensioning". This CVT also uses clamping pulleys.
Two main advantages of the design over a belt-driven CVT:
Toroidal variator: This is quite complex. Imagine slipping a cone onto a potter's wheel and shaping the sides until they round off. Now place the two tori facing each other with a disc-shaped roller between them, touching both. You now have a toroidal variator.
Since it is not supported by belts or chains or clamping pulleys, the toroidal variator can transmit more torque. You won't find a toroidal variator in Russia - at least not now. It is found only on select Nissan vehicles sold in Japan.
While CVTs are cool and useful, there are a lot of reasons they don't fit into every car just yet:
- CVTs are much more complicated and more expensive to manufacture than they look in the pictures on the Internet. Generating high clamping forces that make them work is a challenge for hydraulic systems and lubricants. Parts must meet exact manufacturing and assembly specifications. Various royalties also increase costs for the automaker.
- Durability (or rather its absence) - in fact, has become a big stumbling block. Belt slippage is the CVT's Achilles heel. If the belt slides even on a tiny pulley, then the transmission is destroyed.
- Some drivers just don't like them. Most people have no idea what kind of gearbox they have, but they usually expect the engine to make certain noises when running and nothing else. A CVT car sounds almost like a motor boat. When you go downhill in it, the engine accelerates to high speed and begins to hum until you stop. And such a system doesn't have a gear shifter, so there won't be any changes in the engine tone you're used to with conventional transmissions. For this reason, owners of cars with CVTs often return theirs, thinking that the gearbox is slipping or something is broken.
- The increase in fuel economy is currently in line with conventional powertrain performance.
Some automakers believe they can get more fuel efficient systems with a six or seven speed CVT.
The future of variators
However, the CVT has its loyal supporters. Nissan, for its part, is sticking to the Extroid CVT on its 245bhp Murano and plans to expand its use of the CVT fourfold in the next few years. For CVT car owners, Nissan North Russia product specialist Tony Pearson acknowledges that manufacturers and dealers need to do more in developing CVT vehicles.
A couple of famous CVT oils
Mobil 1 Synthetic Gear Lube
Thanks in part to synthetic base oils, 1 Synthetic Gear is the most stable over a wide temperature range. It remains fluid down to -50 degrees Celsius, but retains its viscosity even in high-performance, high-performance differentials and rear axles, including limited slip differentials.
Additive package 1 includes sulfur and phosphorus, but does not corrode yellow metals such as copper cells. Suitable for all gear oil applications requiring API GL-5 grade. It extends drain intervals while reducing wear thanks to its phenomenal shear stability.
Pros:
- Extended drain intervals.
- Excellent cold fluidity.
- Mild EP additives.
- Excellent shear stability.
Minuses:
- Not suitable for GL-4 application.
- Not for the most extreme applications.
Red Line MT-90
To improve synchronizer performance, manual transmissions require a low-slippery transmission oil. Red Line MT-90 is an API GL-4 synthetic gear lubricant that protects synchronizers and gears from wear. Its additive package also makes shifting easier at low temperatures.
Like all GL-4 lubricants, MT-90 is free from sulfur additives that can corrode and damage the copper components of the manual transmission. Its base stock is based on ether, so the oil is resistant to pressure surges at most operating temperatures.
Outcomes
- There are about hundreds of different CVT oils on the market.
- CVTs are much more complicated and more expensive to manufacture than they look in the pictures on the Internet.
- Most people need help choosing an oil as they have no idea what kind of gearbox they have.
- The increase in fuel economy is currently in line with conventional powertrain performance. Improvements in the gears have closed the gap.
Change the fluid in the Lancer variator
CVT is a continuously variable transmission of a car that requires periodic replacement of the working fluid. The manufacturer recommends changing the composition regularly, every 90 thousand kilometers. But what kind of oil for the Mitsubishi Lancer 10 variator to choose is a very interesting question.
What to pour into the Mitsubishi Lancer 10 variator
There are several ways to choose a brand of composition.
- Look at the manual where it says DIAQUEEN CVTF— J1.
- Trust the official service, where the original or analogue will be filled in for sure.
- Select according to the permitted characteristics. Of the analogs, one can single out NISSANNS-2 , and the composition is popular for its qualities: it does not burn at high temperatures, does not crystallize from the cold.
Regarding the choice between these two types of grease, it should be noted that the standard CVTF-J1 is completely mineral, which is not suitable for cold weather below -10 degrees.
Synthetics for Mitsubishi Lancer 10
Also widely used Mitasu CVT- a copy of DIAQUEEN CVTF, but at a lower price. The characteristics are practically not inferior to the standard, so the composition can become a priority if the region allows you not to think about the cold.
How an expensive and upscale choice can be imagined ENEOS CVT. It is designed for use in variators at high temperatures, and the manufacturer himself speaks of improving the operation of the unit, reducing the noise of the transmission by 5%, as well as extending the service life of the mechanisms. It is also completely synthetic, and most importantly - universal - the temperature range is from 208 to -45 degrees Celsius.
It is difficult to select the best composition for the Mitsubishi Lancer 10, since it all depends on the region of use and the load on the unit. It is recommended to take a closer look at commonly used oils, choosing the one that is suitable for the characteristics.
- Nissan NS-2. Oddly enough, but this particular composition is preferred by most Lancer drivers. It has a fairly high viscosity and performs well in the most extreme conditions. Nissan NS-2 does not freeze at low temperatures, does not burn at high temperatures.
- DiaQueen CVT. Of course, many people pour standard liquid into their "iron horses" and it can hardly be said that this decision is wrong. But in a cold winter, there will be inconveniences that interfere with a comfortable ride.
- Mitasu CVT. This is another Japanese grease that was originally developed for the Lancer. Has properties similar to DiaQueen CVT, but is much cheaper.
- Eneos CVT is one of the most expensive oils for cars in this line.
Replacement terms
Replacing the working fluid in the automatic transmission Mitsubishi Lancer 10 In the variator, it is better to change the composition every 70-90 thousand km of run... With timely replacement, you will not have to frequently change filters, and the system will not become clogged with accumulated debris. The operation of the unit will remain smooth and it will not make any unpleasant sounds if the filters are replaced after one oil change, that is, every 180,000 km.
As for the replacement method, in the usual procedure, it is enough to drain the old one and fill in the new composition, and if with a filter, then it is very good to use the service, where synthetics will be allowed into the system under pressure.
Change CVT oil
On Mitsubishi Lancer 10, changing the variator working fluid is not difficult. No special hardware is required. It is enough to have a garage and a pit, a capacity of 6 liters and a key 24.
- Step one is to unscrew the drain plug.
- Step two is to drain all the old liquid into a container.
- Step three - tighten the plug and put a new gasket (if you repeat the action, leave the replaced gasket).
- Step four - pump in new oil through the oil filler pipe.
The volume of liquid CVT Lancer 10 - 7.8 liters. However, do not rush to fill everything at once, because when heated, the lubricant expands. It is enough to fill in 7 liters. Then add the remaining amount after 1-2 days.
The oil consumption of the Mitsubishi Lancer 10 in the CVT gearbox is 0.166 liters per 1000 km. There are no subtleties in the replacement procedure, but it is important to keep track of so that no air tubes form. To do this, do not pour the liquid with a strong stream.
- Step five - immediately after replacing it is necessary to start the engine, let it idle for about 1-2 minutes.
- Step six - switch the range selector in turn to each position, then put it in N mode.
- Step seven - turn off the engine, repeat steps one through six.
- Step eight - drain some synthetics and check for cleanliness - if everything is fine, then the car is ready for use, if not, repeat steps 1 to 6 until the fluid is cleaned.
The service procedure has the advantage that the supply of lubricant under pressure allows 100% of air pockets to be avoided while the equipment is fully operational. Plus, changing the oil in the gearbox cooling radiator is also mandatory, and this can only be done in the service.
- It is important to drain the working fluid hot, because the fluidity of the composition in this case allows you to remove much more old grease.
- Change lubricant regularly.
- The composition is selected only from the brands recommended by the manufacturer, depending on the operating conditions of the car.
- You can replace ATF yourself, but sometimes you need to contact the service for a better pumping into the system.
- It is imperative to change the filters, especially if the look of the drained oil is not good. If it is cloudy with impurities, this indicates insufficient filtration.
Filters can be replaced based on the state of the oil being replaced: if it is not cloudy and not contaminated with impurities that should not be present, then the filters can cope and can work out another similar period.
Replacement in automatic transmission
Oil change in automatic transmission Mitsubishi Lancer 10 A slightly more complicated procedure is ATF replacement. The point is, it is impossible to drain all the mining without resorting to removing the transmission. Fortunately, there is another, more cunning way. Working off contains a large number of unnecessary components - various rubbish and even metal shavings. All this makes the oil heavier.
So here's the way. The Lancer 10 transmission holds 7.7 liters of fluid, but we only pour 4.5. This is how it all looks:
- we drain about 4 liters of ATF and add a new composition to the box;
- after which we continue to drain the liquid;
- top up the remainder, we rejoice in a prompt and easy replacement.
The old lubricant will immediately begin to settle at the bottom of the crankcase and drain into the container that we have prepared in advance. You need to drain the ATF until a clean composition comes out.
The plus of an independent oil change in Mitsubishi Lancer is a benefit and cognition, and a minus - you cannot be sure of the absolute correctness of the actions performed, which in the worst case may affect the performance of the car.
