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Tracey King
Chrysler Corporation
INTRODUCTION Each base oil has its own viscosity vs. temperature pattern that
needs to be altered to provide optimum fluidity as the
operating environment changes. As transmission performance
Transmission fluids are composed of two major constituents:
operating conditions have been expanded to include a wide
basestock and additives. The basestocks are typically mineral
range of operating temperatures and with the incorporation of
oils from refined crudes but can also be produced either from
electronic controls, automatic transmission fluids (ATF’s)
100% synthetic materials or mixes of synthetic and mineral
have been required to exhibit better low-temperature fluidity
oils. The mineral oil crude sources come from various parts of
while providing adequate high temperature viscosity (I)
the world and are refined in many places. The refining process
These requirements have typically been met through the use of
of these crudes has been developed over the years and
viscosity modifiers. In conjunction with lower viscosity base
includes various techniques such as solvent refining,
oils these viscosity modifiers provide the viscosity
hydrotreating and hydrocracking. Each process produces a
requirements needed m today’s automatic transmissions.
certain quality of basestock that can be used as a basis for
lubricant development. Because of the molecular construction Shear stability refers to retention of viscosity of a fluid in any
of these basestocks the molecules do not provide the desired mechanical system and is important for the life of the
characteristics needed for proper lubrication under all components that make up that system. During the operation of
circumstances. The basestocks impart the low temperature a transmission, the fluid experiences high shear stresses during
fluidity and oxidation resistance characteristics of lubricants. flow between components such as the pump, friction clutches,
Unfortunately these characteristics alone are insufficient for hydraulic and electronic valves, planetary gear sets, and
1
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bushings. The high molecular weight components undergo 5. Show very good correlation to actual vehicle performance
chain scission, which fractures the long chain molecules and data
changes the viscosity of the fluid. 6. Be accurate for many different types of transmission
Application of the correct method of stressing the fluid in designs
bench tests to determine the effect on viscosity is important 7. Be developed on equipment that is available worldwide
for the development of new fluids and to ensure that sufficient
stress has been applied during the test to properly simulate that In our efforts to evaluate test procedures and equipment that
effects of transmission operation. The development of the will meet these criteria four techniques have been tested. Each
correct bench tests also allows effects of stress to be evaluated technique has been tried on samples representing typical
at a much less costly method than using vehicle tests. factory fill fluids used either by JAMA or AAMA. This paper
also provides a status report ‘of this work in progress.
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flSST Passes
Nozzle Holder
+ I
Figure 3A: Viscosity Changes with FISST Passes - Fluid B
Viscosity measurement were also made of fluid B removed
from transmissions with different kilometer accumulations to
Lower
establish whether a correlation exists between the viscosity
Reservoir changes produced by FISST and those produced by action of
passage through the vehicle components. The viscosity of
+
Drain fluids was measured after accumulations of up to 100,000
miles (62500 Kilometers). The results of the viscosity
measurement of fluid from vehicles are reported as Figure 3B.
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4
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50,000 100,000
VehicleDistance in Kilometers
5
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Table 4. Viscosity Loss Measured After Cycling Test Table 5. Shear stability changes after KRL test.
Unused After 20k cycles Viscosity Loss % Unused After 20 hrs KRL Viscosity Loss %
Fluid A 7.51 7.13 5 Fluid A 7.51 6.36 15
Fluid C 7.49 7.41 1 Fluid B 7.88 5.017 36
Fluid E 7.85 5.50 30 Fluid C 7.49 6.58 12
Fluid D 7.35 4.93 33
Fluid E 7.85 4.55 42
Discussion:
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CONCLUSION ACKNOWLEDGEMENTS
Although many techniques are available for evaluating the The authors wish to recognize the efforts of the AAMA and
shear stabililty of transmission fluids, the KRL test procedure the JAMA staff for keeping the information flowing between
is the most acceptable. It requires a small volume of oil, is the two committees and for their patience while we conducted
capable of being used at high temperatures, is capable of the necessary work of ILSAC. We particularly wish to thank
shearing the most shear stable fluid available and is becoming Mr. James Steiger of AAMA and Mr. Hirokazu Furukawa of
more widely used. Of the 5 fluids examined Fluid C was JAMA.
found to be the most shear stable.