Automatic transmissions in modern vehicles require specialized fluids that perform multiple critical functions simultaneously.
Unlike conventional transmission oils, Automatic Transmission Fluids (ATF) must not only lubricate components but also transmit torque, ensure proper hydraulic operation, and effectively dissipate heat.
The production of such multifunctional fluids requires the highest precision in component dosing and a deep understanding of the operating principles of various types of automatic transmissions.
According to Juri Sudheimer, founder of the SCT Group:
“The production of fluids for automatic transmissions is one of the most technologically complex tasks in the lubricants industry.
"Each vehicle manufacturer sets unique requirements for its transmissions, and we must ensure precise compliance with dozens of different specifications.”
The history of ATF production within the SCT Group began with the acquisition of a plant in Klaipėda, Lithuania, in 2003.
Over two decades, the facility—known as JSC “SCT Lubricants”—has become one of Europe’s notable manufacturers of transmission fluids.
Erik Sudheimer, Group Development Director, notes:
“When we began modernization in 2008, our goal was to create a production facility capable of manufacturing ATF fluids for all types of automatic transmissions—from classic hydromechanical units to modern robotic gearboxes and continuously variable transmissions.”
Today, the Klaipėda plant produces more than 20 different types of ATF fluids, covering the entire range of requirements from high-viscosity to ultra-low-viscosity formulations, and exports them to 150 countries worldwide.
In mass-market passenger vehicles, three main types of automatic transmissions are commonly distinguished: hydromechanical (classic automatic), automated/manual robotic transmissions, and continuously variable transmissions (CVT).
The hydromechanical transmission uses a torque converter as a clutch and a set of planetary gears controlled by automation.
Robotic transmissions operate a conventional manual gearbox via electronic or hydraulic control.
A CVT smoothly changes the gear ratio using conical pulleys and a belt or chain.
In vehicles with on-demand all-wheel drive, a Haldex clutch is often integrated into the drivetrain alongside the automatic transmission. This clutch requires a specific service fluid different from ATF.
In English, a classic automatic transmission is usually referred to as an automatic transmission, often abbreviated as “auto” or “AT.”
Other terms include automatic gearbox, hydromechanical transmission, or hydraulic automatic transmission.
Robotic transmissions have several English designations: Dual Clutch Transmission (DCT), DSG (Direct Shift Gearbox, from the German DirektSchaltGetriebe), and Automated Manual Transmission (AMT).
A continuously variable transmission is referred to as CVT (Continuously Variable Transmission).
All these types of automatic transmissions require different fluids.
Why fluids rather than oils?
The correct term is “automatic transmission fluid,” as ATF is a specialized transmission fluid.
It performs multiple functions: transmitting torque, enabling hydraulic operation, lubricating components, and removing heat.
Conventional transmission or engine oils perform far fewer functions and are not suitable for this purpose.
A key characteristic of ATF fluids is the absence of a single universal international standard.
For this reason, the term “equivalent” is of limited applicability to ATF. ATF selection must be based exclusively on the requirements specified in the vehicle’s owner’s manual.
Due to periodic changes in manufacturer recommendations (even for the same transmission model), the specified ATF type should always be verified in the vehicle documentation, as it depends not only on the transmission type but also on the vehicle’s model year.
In other words, if the specification listed on the fluid matches the one indicated in the owner’s manual, it may be used; if it does not, it is better not to take the risk.
The issue is further complicated by the fact that vehicle manufacturers generally do not publicly disclose OEM specifications.
This raises the question of how transparent the chemical composition of such specifications actually is, or whether they are merely marketing designations. In most cases, it is impossible to determine what these specifications truly represent.
This is done intentionally by automakers to ensure that consumers use only “original” fluids in their transmissions.
What is included in the list of specifications?
The range of additive packages and base oils in this category is extremely diverse and requires expertise to select correctly.
Additive package manufacturers provide extensive lists of what are referred to as “specifications.”
In reality, these may include national standards, OEM specifications, gearbox numbers, transmission codes, or simply the name of an original fluid.
Therefore, only by consulting the owner’s manual can the correct fluid be selected for a specific vehicle.
As mentioned, there is no single universal international standard, but there is a Japanese standard—JASO M315—developed to unify OEM requirements and help consumers navigate the diversity of ATF fluids.
JASO M315 is a standard developed by the Japanese Automotive Standards Organization (JASO) for automatic transmission fluids, particularly for Asian vehicle and component manufacturers such as JATCO and Aisin Warner.
The JASO 1-A specification within this standard defines performance requirements for fluids suitable for servicing automatic transmissions when the original fluid is unavailable.
The standard establishes requirements for fluids used in modern automatic transmissions of Japanese manufacturers, including shift smoothness and low-temperature performance.
In many cases, OEM fluids from Japanese automakers are aligned with JASO requirements.
There is also a stricter version, JASO M315 2A, with enhanced performance requirements.
However, this was not the first attempt to classify ATF fluids. General Motors was the pioneer with its Dexron specifications, followed by Ford with Mercon and Chrysler with Mopar. Mitsubishi (e.g., Diamond SP) and Hyundai (SP) followed a similar path. Honda and Toyota also recommend their own ATF types (such as Type T-II, T-IV, and WS). Today, virtually every automaker recommends a specific ATF for its vehicles.
In some countries, such as the United States, such “recommendations” are restricted by antitrust legislation, which has led to the popularity of so-called “multi-vehicle” ATFs with a broad range of OEM approvals. Moreover, automakers themselves do not produce lubricants; their “original” fluids are manufactured by major international base oil and lubricant producers. In most cases, it is economically impractical to develop a unique fluid for each transmission, as this would require a unique additive package and extensive testing, making the fluid potentially more expensive than the transmission itself. Nevertheless, exceptions do exist, and in certain cases ATF fluids with special properties are developed.
The SCT Lubricants plant in Klaipėda is equipped with a unique research laboratory, built in 2012 specifically for the development and testing of ATF fluids. The laboratory features modern equipment for analyzing viscosity characteristics, elastomer compatibility, friction properties, and thermal stability.
Juri Sudheimer emphasizes: “Developing a fluid for complex transmissions such as the Mercedes 722.6 and 722.9, which have an electronic control unit located in the oil pan, required our team to solve unconventional challenges. The fluid must be completely non-aggressive toward printed circuit boards and electronic components while maintaining all necessary transmission properties.”
Since 2011, the plant has operated a high-precision component dosing system. Modern blending units with a capacity of 17 tons each enable production with dosing accuracy of up to 0.01%, which is critical for ATF. Erik Sudheimer explains: “Automatic transmission fluids contain highly complex additive packages—friction modifiers, detergents, dispersants, antioxidants, and antiwear components. An error in dosing any of these can lead to harsh shifting or premature transmission wear.”
A major milestone was achieved in 2022 with the introduction of proprietary additive packages produced at the Group’s plant in the UAE. This made it possible to create unique fluid formulations optimized for different climatic conditions. “ATF fluids for Scandinavian countries require exceptional low-temperature performance, while formulations for the Persian Gulf must remain stable at extremely high temperatures,” notes Juri Sudheimer.
The plant operates more than 200 storage tanks with a total capacity of up to 40 million liters for various base oils and finished products. Fully computerized filling lines—expanded from 2 to 16 between 2008 and 2012—ensure the highest level of product cleanliness. The “Pig System” pipeline cleaning technology, implemented in 2011, completely eliminates cross-contamination when switching between different fluid types.
Two hundred specialists working in two shifts produce up to 12 million liters of fluids per month. Each batch undergoes three-stage quality control, including viscosity analysis, friction performance testing, seal material compatibility, and thermal stability assessment.
For example, in Mercedes transmissions of the 722.6 and 722.9 series, the automatic transmission control unit (EGS—Electronic Governor System) is located in the oil within the transmission pan, which places special requirements on the ATF. The fluid must be non-aggressive toward printed circuit boards and electronic components.
Mercedes 722.6 and earlier versions of the 722.9 require a fluid approved to MB 236.14 (red). Later versions of the 722.9, especially those with the “PLUS” designation (from June 2010 onward), require a blue fluid approved to MB 236.15. It is essential to use the correct fluid for the specific transmission version, as these fluids are not compatible with each other.
At the same time, MB 236.14 fluid is suitable for transmissions used in Chrysler, Porsche, and SsangYong vehicles and is backward compatible with older approvals such as MB 236.12. As can be seen, ATF selection is far from simple.
Therefore, we strongly recommend following only the vehicle owner’s manual and using the fluid of the specified approval—original or not—that is indicated therein.
For example, JATCO transmissions of the JF613E family (F6AJA, W6AJA, AJ0, RE6F01A) are installed in vehicles from multiple brands, including Mitsubishi (Lancer X, Outlander, Outlander XL), Nissan (Murano, Qashqai J10, Qashqai+2, Pathfinder, X-Trail T31), and Renault (Laguna III, Espace IV, Megane III, Scenic). The concept of “original” fluid becomes increasingly blurred, as automakers are merely customers of large petrochemical companies. The same applies to ZF and Aisin Warner transmissions.
Without delving deeper—since much of this information is readily available online—we will highlight a few key relationships:
1. Dexron and Mercon fluids are often interchangeable (e.g., Dexron III and Mercon V, Dexron VI and Mercon LV). Dexron fluids are also backward compatible: Dexron III can be used where Dexron II is specified, and according to GM, Dexron VI can be used where Dexron III is required.
2. The requirements of JASO M315 1-A are based on Dexron and Mercon specifications, with five additional tests added.
3. Toyota Type IV fluids outperform Dexron III fluids in applications involving torque converters with partial lock-up.
4. Classic ATF fluids can be divided into three categories:
o High-viscosity (standard viscosity): approximately 8.5–6.5 (6.8 according to some data) cSt at 100°C
o Low-viscosity (LV): approximately 6.5–5.5 cSt at 100°C
o Ultra-low-viscosity (ULV): approximately 5.5–4.0 cSt at 100°C
Accordingly, the JASO standard exists in two versions: JASO M315 1-A for standard-viscosity fluids and JASO M315 1-A LV for low-viscosity fluids.
Examples:
· High-viscosity specifications: Dexron III, JWS 3309, BMW ATF-4, BMW p/n 81 22 9 400 272/275, Toyota T-IV, Hyundai/Kia SP-3, MB 236.11, ZF Lifeguard Fluid 5, VW G 052 162, etc.
· Low-viscosity: Dexron VI, JWS 3324, BMW ATF-6, BMW p/n 83 22 0 142 516, Toyota WS, Hyundai/Kia SP-4, ZF Lifeguard Fluid 6, 8, 9, VW G 060 162, G 060 540, etc.
· Ultra-low-viscosity: Aisin AW-2, VW G 055 540, DEX ULV, Nissan Matic P, etc.
Generally, the more gears a transmission has, the lower the viscosity of fluid it requires: 4–5-speed transmissions use high-viscosity fluids, 6–8-speed transmissions use low-viscosity fluids, and ultra-low-viscosity fluids are required for transmissions with more than eight gears and some 6- and 8-speed designs.
The SCT product portfolio includes all these fluid types.
High-viscosity:
· MANNOL ATF AG55 8212
· MANNOL Dexron II Automatic 8205
· MANNOL Dexron III Automatic Plus 8206
· MANNOL ATF Type T-IV 8208
· MANNOL ATF SP-III 8209
· MANNOL ATF Multivehicle JWS 3309 – Multi ATF 8218
Low-viscosity:
· MANNOL ATF AG60 8213
· MANNOL Dexron VI 8207
· MANNOL ATF SP-IV 8219
· MANNOL ATF WS 8217
Ultra-low-viscosity:
· MANNOL ATF Special Fluid 236.17 8221
· MANNOL ATF ULV 8222
In many cases, automakers recommend using their original low-viscosity fluids instead of the previous-generation high-viscosity fluids. For example, GM recommends Dexron VI instead of Dexron III, as licenses for Dexron III are no longer issued. Nissan recommends low-viscosity fluids such as Matic-S instead of the discontinued high-viscosity Matic-J.
It is critically important not to confuse fluid viscosity. Using an incorrect viscosity can lead to noticeable transmission issues. While some transmissions tolerate both low- and high-viscosity fluids, in most cases a fluid that is too thin can cause harsh shifts and impacts, while a fluid that is too thick can disrupt hydraulic pressure, impair solenoid operation, and slow transmission response.
ATF production at the SCT Lubricants plant in Klaipėda fully complies with international quality and environmental standards. The facility is certified to ISO 9001 and ISO 14001, confirming compliance with the strictest requirements.
Erik Sudheimer emphasizes the plant’s environmental responsibility: “ATF fluids contain complex chemical components, so we have invested in advanced wastewater treatment and waste recycling systems. All packaging is produced in-house—plastic containers since 2012 and metal cans since 2018—allowing us to control the entire production cycle and minimize environmental impact.”
Warehouse facilities covering 50,000 m² on a 10-hectare site enable efficient storage and shipment of products to customers in 150 countries across five continents. In 2023, strategic cooperation began with U.S. suppliers of synthetic base oils, including bulk shipments of 7,000–10,000 tons by sea, opening new opportunities for producing high-quality low- and ultra-low-viscosity ATF fluids.
“Our goal is to provide vehicle owners with an alternative to expensive ‘original’ fluids without compromising quality,” concludes Juri Sudheimer. “By using advanced production technologies, strict quality control, and proprietary research, we create ATF fluids that fully comply with automaker specifications at a more accessible price.”
The SCT Group continues to invest in production development and scientific research. As the range of vehicles with automatic transmissions expands and new transmission designs emerge, the Klaipėda plant is ready to meet the challenges of the modern automotive industry by offering innovative solutions in transmission fluids.
