THE ROLE OF THE

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Power Train Applications 105 table 7.4 advantages and disadvantages of synthetic oil advantages disadvantages Better low- and high-temperature viscosity characteristics Thermal considerations are paramount for ATFs. A great deal of friction is produced, which generates heat and high-temperature spikes at the torque converter; this will damage the fluid. ATF is designed to operate at temperatures around 95°C. At the torque converter, under extreme conditions, temperatures can reach 120°C. A transmission fluid should be designed to handle these temperature extremes. The transmission fluid will quickly break down above 120°C. Temperature spikes in the torque converter have been known to go above 120°C. The torque converter is a type of fluid coupling device that hydraulically connects the engine to the transmission—analogous to a mechanical clutch. Used in conjunction with the torque converter is a stator, which essentially assists at low engine speeds, thus increasing acceleration. The vanes inside the converter alter the shape of the fluid path into the stator. The stator captures the kinetic energy of the transmission to enhance torque multiplication. This process will not only increase heat, but also increase shear of the transmission fluid. In addition to torque conversion, at every shift event, clutch packs generate heat, which must be carried away by the transmission fluid. Transmission fluids are generally base oils from groups II or III with additive packages designed to improve oxidative stability, reduce foaming, reduce wear, and inhibit corrosion. Automatic transmission fluid should be replaced every 2–3 years or 24,000–36,000 miles of driving. Other hydraulic fluids include differential oils or gear oils used in manual transmissions. They utilize extreme pressure (EP) additives as well as antiwear and antifoaming additives. 7.13 some testIng metHods High cost per quart Better cold starts Increased wear during break-in Less evaporative loss Possible compatibility with POM parts Greater life Improved fuel economy Many tests are utilized to determine breakdown of these fluids, but we will not go into detail here. One of the most useful is to determine the total base number (TBN), which is a measure of the reserve alkalinity of an oil to neutralize acids. It is a wet method utilizing traditional laboratory techniques. The results are given as milligrams of KOH (potassium hydroxide) per gram of lubricant. The total acid number (TAN) is a measure of the lubricant’s acidity. Other tests include an infrared analysis that can measure the increase in the carbonyl group at around 1,730 cm –1 absorbance. This peak will grow as the oil oxidizes more. Another outstanding method is to utilize reverse phase high performance liquid chromatography (HPLC) if one has
106 The Role of the Chemist in Automotive Design knowledge and the additive packages present. Another test is the basic sulfur, zinc, and phosphorus test. 7.14 transmIssIon FluId tyPes The many different types of transmission fluids can be somewhat confusing. Original equipment manufacture requirements should be met when replacing a transmission fluid. Using the wrong type of fluid may cause transmission problems and damage. Table 7.5 shows transmission fluid types. table 7.5 transmission Fluid types Type F Introduced by Ford in 1967; used by Toyota Type CJ Fluid for Ford C6 transmissions; incompatible with type F; compatible with Mercon and Mercon V Type H Ford specification compatible with Mercon and Mercon V Mercon Introduced in 1987; incompatible with type F; ceased production in 2007; serviced with Mercon V Mercon V Introduced in 1997 with Ford Ranger, Explorer, Aerostar, etc. Dexron Original GM for ATF Dexron II Improved GM formula for better viscosity and oxidation inhibitors; compatible with Dexron Dexron IIE ATF for electronic transmissions from GM Dexron III Replacement for Dexron IIE; improved oxidation and corrosion control for electronic transmissions Dexron III (H) Released in 2003; improved version of Dexron III Dexron III/Saturn Specialty ATF for Saturn products Dexron VI Released in 2006 for 6L80 6 speed RWD transmission; compatible with 2005 transmissions with Dexron III; not recommended for older transmissions Chrysler 7176 (ATF+2) Chrysler FWD transmissions Chrysler 7176D (ATF+2) Introduced in 1997; improved cold temperature flow and oxidation resistance Chrysler 7176E (ATF+3) Greater shear stability and improved base oil; incompatible with Dexron or Mercon Chrysler ATF+4 Introduced in 1998; synthetic base introduced as a replacement for ATF+3; must be used in vehicles that were originally filled with ATF+4 BMW LT71141 BMW special formulation Honda ZL ATF for Honda automatics Mitsubishi Diamond SP-II & Special formula for Mitsubishi SP-I11 Nissan J-Matic Special formula for Nissan Toyota Type T, T-III, and T-IV Toyota, ATF, and Lexus transmissions
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THE ROLE OF THE CHEMIST IN AUTOMOTI
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CRC Press Taylor & Francis Group 60
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Contents Preface...................
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Contents ix 6.6 Thermal Properties
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Contents xi 11.4 Glass Microspheres
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The Author Herman Phlegm was born i
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2 The Role of the Chemist in Automo
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10 The Role of the Chemist in Autom
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3 3.1 IntroductIon Component Materi
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Component Materials in Automobiles
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Page 128 and 129: 8 8.1 IntroductIon Seal and Gasket
Page 130 and 131: Seal and Gasket Design 113 table 8.
Page 132 and 133: Seal and Gasket Design 115 The main
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Page 136 and 137: Seal and Gasket Design 119 table 8.
Page 138 and 139: Seal and Gasket Design 121 within t
Page 140 and 141: Seal and Gasket Design 123 F F F F
Page 142 and 143: Seal and Gasket Design 125 R R O ma
Page 144 and 145: Seal and Gasket Design 127 stabiliz
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190 Index Carbon dioxide emissions,
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192 Index heat exchanger designatio
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194 Index Power train, 95 Power tra
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