Automatic Transmission Fluids (ATF)
Engine Oil & Fluids · 8 specs
Direct Answer
Automatic transmission fluids (ATF) are highly engineered multi-functional hydraulic fluids standardized by OEM specifications (GM Dexron VI, Ford Mercon LV, Chrysler ATF+4, Toyota WS, ZF Lifeguard) into stepped planetary, Continuously Variable (CVT), and Dual-Clutch (DCT) fluid formulations with strict kinematic viscosities and friction-modifier curves.
Source: SAE J311 / GM Dexron VI Specification / Ford Mercon LV / JASO 1-A · Last reviewed Aug 28, 2026
Specs
| Governing Standards | SAE J311 / GM GMN10060 (Dexron VI) / Ford WSS-M2C938-A (Mercon LV) / JASO 1-A-LV (Japanese OEM) |
| GM Dexron VI | Viscosity: 5.83 cSt at 100°C | Fully backward compatible with Dexron II/III | Shear-stable synthetic |
| Ford Mercon LV | Viscosity: 5.7 cSt at 100°C | Low-viscosity standard for modern 6-speed and 10-speed (10R80) transmissions |
| Chrysler / Stellantis ATF+4 | Viscosity: 7.3 cSt at 100°C | High shear-stability Group III synthetic | Mandatory for Torqueflite / 42RLE |
| Toyota Genuine ATF WS | Viscosity: 5.4 cSt at 100°C | Low-viscosity 'World Standard' for Toyota/Lexus 6/8-speed automatic transmissions |
| CVT Fluid (Push-Belt / Chain) | High metal-to-metal steel belt friction coefficients (NS-2/NS-3, Lineartronic) | NEVER mix with standard ATF |
| Dual-Clutch Transmission (DCT/DSG) | Wet-clutch synchronization + high-pressure hydraulic valve bodies (VW G 052 182 / Pentosin FFL-2) |
| Operating Temperature Limits | Optimal: 77°C–93°C (170°F–200°F) | Every 11°C (20°F) above 93°C halves fluid life via thermal oxidation |
Major OEM Automatic Transmission Fluid (ATF) Comparison Matrix
| ATF Specification Standard | OEM Manufacturer | Kinematic Viscosity at 100°C | Base Oil Type | Friction Modifier Characteristic | Primary Transmission Applications |
|---|---|---|---|---|---|
| GM Dexron VI | General Motors | 5.8 cSt (Low Viscosity) | Full Synthetic Group III | High anti-shudder durability | GM 6L80, 8L90, 10L90, Allison (some) |
| Ford Mercon LV | Ford Motor Company | 5.7 cSt (Low Viscosity) | Full Synthetic | Anti-shudder, low-temperature flow | Ford 6R80, 10R80, Explorer, F-150 |
| Chrysler ATF+4 | Stellantis / RAM / Jeep | 7.3 cSt (Standard) | Full Synthetic | Precise clutch slip lockup | 46RE, 48RE, 545RFE, 62TE |
| Toyota ATF WS | Toyota / Lexus | 5.4 cSt (Ultra-Low) | Full Synthetic | Extended drain interval | Aisin-Warner 6-speed, 8-speed (A750, U660) |
| Honda ATF-DW1 | Honda / Acura | 6.7 cSt | Full Synthetic | Low-temperature cold shift quality | Honda 5-speed and 6-speed automatics |
| ZF Lifeguard 8 / 9 | ZF Friedrichshafen | 5.6 cSt | Full Synthetic | Engineered specifically for ZF 8HP | BMW, Audi, Ram 1500, Dodge Charger (ZF 8HP) |
| CVT Fluid (NS-3 / HCF-2) | Nissan / Honda / Subaru | 6.3–7.0 cSt | Full Synthetic | High Metal-on-Metal Friction | Push-belt CVTs (Nissan Jatco, Subaru Lineartronic) |
| Dual-Clutch (DSG / DCTF) | VW / Audi / Porsche | 7.0 cSt | Full Synthetic PAO | Synchronizer brass & carbon friction | VW DQ250/DQ500, Porsche PDK |
The Danger of Putting Regular ATF into a CVT Transmission
Standard planetary ATFs contain slippery friction-reducing additives to allow smooth clutch-pack engagement. If regular ATF is poured into a Continuously Variable Transmission (CVT), the steel push-belt slips across the smooth conical pulleys, causing catastrophic metal-shaving scoring and immediate transmission destruction within miles.