Frequently Asked Questions About ATF

Yes, ATF in automatic transmissions should be replaced every 40,000–60,000 km, despite claims from some car manufacturers that the fluid is “lifetime fill.” Over time, ATF wears out and loses its properties. During operation, wear products from components (clutch plates, bushings, bearings, and gears) accumulate in the oil, which the filter cannot entirely capture. Additionally, additives break down due to localized overheating in friction areas, especially within the torque converter.

Yes, regular fluid replacement in CVTs is essential, as the service life of the CVT is directly related to ATF cleanliness. Although magnets and filters within the transmission capture metal particles, contamination and oxidation of the oil occur faster than in other automatic transmissions. This is due to the CVT’s design and its sensitivity to factors like aggressive driving, wheel spinning, and towing heavy trailers.
We recommend replacing ATF in CVTs every 30,000 km.

Yes. Although DCTs use a gear-based torque transmission mechanism, wear particles still contaminate the oil, albeit less intensively than in CVTs. Dirty oil gradually affects the transmission’s service life. We recommend replacing the transmission oil in DCTs (DSG) every 60,000 km. In some DCT models, the hydraulic control unit uses a different fluid type than the one used in the gearbox itself, which should also be changed every 80,000–100,000 km.

ATF replacement can be either full or partial.
A full ATF replacement is performed in the following cases:
Transmission overhaul with complete disassembly and torque converter repair (100% ATF replacement).
Removal of the transmission for torque converter repair or replacement, involving removal of the transmission pan and filter change (replacing up to 95% of the total ATF volume).
Flushing the entire lubrication system using specialized equipment, where old ATF is displaced by new ATF without disassembly. This method typically requires 2.5–3 times the transmission's full capacity of ATF (achieving 85–95% ATF replacement).
During scheduled maintenance, a partial ATF replacement is carried out, generally replacing 60–70% of the total volume. The fluid does not fully drain, even with pan removal and filter replacement (in some transmissions, the filter is only accessible by dismantling the transmission). Up to a third of the ATF remains in the torque converter, where it cannot be drained without cutting it open (except for some Mercedes models with a drain plug on the torque converter).

On average, an automatic transmission holds around 9 liters of ATF, so a standard service replacement typically requires 6–7 liters of fresh fluid. However, it's essential to confirm the specific volume required for your transmission. Even within the same transmission model, the ATF quantity may vary significantly between manufacturers or different models of the same manufacturer. For instance, SUVs may have transmission pans up to 20% larger than standard models to prevent oil starvation on steep angles to uneven terrain.

The standard ATF service procedure usually takes about 30 minutes. This includes draining the old fluid, removing the pan, replacing the filter and gasket, reassembling, filling with new ATF, warming up, and adjusting the fluid level according to the manufacturer’s specifications.
However, keep in mind that the service may require additional time to allow the transmission to cool down (to prevent burns during the work), and the complexity can vary depending on the transmission type. As a result, the cost of ATF replacement depends on the labor complexity, the service shop’s hourly rate, and the cost of parts: the filter, gasket, and ATF itself.

The color of ATF is determined by a dye. Initially, ATF is naturally a clear fluid, ranging from dark yellow to light brown. Based on technical requirements, a dye may be added to the base oil to meet the manufacturer's specifications.

The specifications listed on the ATF container label indicate the suitability of the fluid for specific types of transmissions. These may include both officially approved certifications and manufacturer-declared compatibilities.
Approved specifications are official endorsements given by automakers or transmission manufacturers to a specific transmission fluid (ATF) after rigorous testing and certification. This is a lengthy and costly procedure, which ultimately affects the ATF’s price. If your vehicle is under warranty, it’s recommended to use only oils with the manufacturer’s approval to avoid voiding the warranty.
Claimed specifications indicate that the ATF manufacturer states its product meets certain requirements, though it may not have undergone official certification or testing by the automaker.
Several factors should be considered regarding ATF specifications, quality, and cost:
The quality of the oil depends primarily on its base (base oil) and additive package (such as anti-wear, anti-foam, anti-corrosion, and cleaning agents). The degree of refinement of the base oil and the proportion of additives determine the main characteristics of the ATF. The same additive package can be used for producing ATF for 5-speed and 8-speed transmissions, but with different proportions in the base oil.
Most lubricant manufacturers, except for companies with complete raw material extraction and production cycles, buy base oils and additives from the same suppliers. There are fewer suppliers of these raw materials worldwide than there are ATF manufacturers. The production process for the final product may vary slightly, but it essentially involves mixing base oil, additives, and dye. Although specifications may differ, oils from different manufacturers often have similar characteristics and composition, especially if these specifications were released in the same period.
Obtaining an official specification approval from an automaker or transmission manufacturer is very expensive, feasible only for large companies. Consequently, even among leading automotive oil producers, not all products have official approvals; some specifications on the label rely solely on the manufacturer’s own assertion of compliance.
Therefore, we conclude that official specifications are not only assurances but are largely a marketing tool. Manufacturers who maintain product quality and reputation take responsibility for their ATF meeting or even exceeding the claimed specifications on their labels. By saving on costly testing, such ATF manufacturers can offer products of appropriate quality at a more affordable price.

In most cases, ATFs are compatible, and mixing them is permissible if they are designed for the same transmission type. If you notice a low fluid level, you may temporarily add any ATF until you can address the issue. Even if you add ATF with specifications for a 5-speed transmission to an 8-speed transmission, it will still function. However, a full replacement with the correct ATF should be performed earlier than usual, for example, within 15,000–20,000 km. It’s best not to mix ATFs for CVT, DCT, and traditional automatic transmissions with torque converters for prolonged vehicle use.

Replacing the ATF may help in two cases:
a) if there was an ATF shortage in the transmission, and you restored the correct level by replacing the fluid;
b) if the ATF is heavily contaminated and has lost its properties from extended use. However, there’s a risk that fresh ATF could wash out built-up deposits, which may enter the transmission control unit and cause failure (see recommendations below). In any case, if these symptoms occur, a thorough diagnostic of the automatic transmission is necessary before deciding on how to address the underlying issues and their consequences.

When ATF is replaced correctly, the risk of damaging the transmission is minimal, but several nuances should be noted:
a) If the transmission has not been serviced for a long time and has accumulated significant deposits, fresh ATF may dislodge this debris, which can enter the control unit and cause malfunctions. In such cases, experts recommend a gradual replacement process. For instance, if the total ATF volume is 8 liters, replace it in four stages of 2 liters with 1,000–2,000 km intervals.
b) It’s recommended to perform ATF replacement at a specialized service center, where they can select the correct filter and gasket, set the fluid level properly, torque the pan bolts to the required specification, and provide a warranty for the work done.

Significant ATF overfill (more than 15% above the optimal level) can cause excessive foaming, which anti-foaming additives may not fully manage. This reduces the ATF’s lubricating and frictional properties, and, over time, could lead to transmission issues.
A significant shortage of ATF—typically more than 1 liter—often manifests as uncomfortable transmission behavior, such as jerking or sudden increases in engine RPMs during gear shifts. Prolonged operation with insufficient ATF results in overheating and potential transmission failure.

Most modern transmissions feature an ATF monitoring system that alerts the driver to low levels. Older models generally use a dipstick for this purpose. Procedures for checking and adjusting ATF levels vary by transmission type and are detailed in the vehicle’s manual. We recommend visiting a specialized service center for ATF replacement, as the process requires careful adherence to conditions such as ATF temperature, transmission mode, and correct identification of the designated fill and drain points to avoid confusing them with other service ports.

Consideration for additives often arises when driving becomes uncomfortable. In our view, a complete vehicle diagnostic, including the transmission, is the best first step.
We do not recommend using additives in transmission fluids. Generally, additives alter the carefully balanced ATF formula in unpredictable ways, providing, at best, temporary improvements.
All necessary additives are already included in ATFs that meet your transmission’s specifications to ensure optimal performance. The only ATF additive we recommend is additive Instant Shudder Fixx, designed to reduce vibration or fluctuating RPMs caused by torque converter clutch slippage. However, this is not a guaranteed solution and does not address significant wear or damage to transmission components or control systems.

Water can enter the transmission typically due to partial or complete submersion. When there’s a sudden drop in temperature around the transmission — such as a significant amount of water hitting the transmission case — the ATF volume can contract (due to thermal expansion and contraction), potentially drawing water in through seals or the breather valve.
Antifreeze can enter the transmission due to a breach in the seal of the heat exchanger, which has separate, hermetically sealed circuits for circulating oil and antifreeze. Temperature fluctuations and pressure changes can lead to a loss of integrity, allowing one fluid to leak into the other through cracks at the connection points. 

In both cases, initially, when only a small amount of water or antifreeze mixes with the ATF, there may be no noticeable effect on transmission performance. However, with continued operation, signs of transmission malfunction will begin to appear: the friction material loses its properties, and the transmission starts to slip.
When a larger amount of water or antifreeze mixes with the ATF, it foams up and loses its lubricating properties, turning cloudy and resembling yogurt in consistency. This causes internal corrosion, degrades the friction material, and the seals lose their elasticity, becoming soft like putty. As a result, the transmission begins to slip, leading to overheating and eventual failure.
Unfortunately, in such cases, simply replacing the ATF is unlikely to prevent the need for a transmission repair, even if the source of water or antifreeze intrusion has been addressed.
If you suspect a heat exchanger failure, we offer a chemical test to detect antifreeze in the ATF. Only 30 ml of fluid is required for the test.

The obvious answer for many is that the best ATF is the original oil from the automatic transmission manufacturer. However, transmission manufacturers do not produce lubricants; they contract the production of ATF under their brand names to various companies in different regions of the world.
Thus, the question of the best ATF is quite complex and often comes down to personal preferences, recommendations from acquaintances, and opinions from reputable service technicians. Most importantly, it is influenced by aggressive marketing and advertising from large lubricant manufacturers. We discussed the topic of ATF approvals earlier, so our answer is as follows:
The best ATF is the product from a reputable manufacturer with approvals for your transmission. In our range of offered ATF, you will likely find what you need. Give us a call, and we will help you choose the right ATF.

The likelihood of encountering counterfeit ATF in Europe is very low. There’s a greater chance that a dishonest service may use cheap ATF with unclear approvals from a barrel labeled with the logo of a more expensive oil. Even in this case, you are more likely to overpay for oil with minimal risk of needing transmission repairs, provided you follow your vehicle's maintenance schedules and do not use such ATF continuously.
All manufacturers represented by our company are trusted brands. Each batch of their products is marked with a unique number, allowing you to trace where and when this ATF was produced, as well as the quality standards it meets.
All information about these products is available on the official websites of their manufacturers.