Product Overview

The ROCKEFELLER Automatic Transmission Fluid (ATF) Range represents a complete portfolio of transmission-specific synthetic fluids engineered to meet the increasingly specialized and divergent requirements of modern automatic transmissions. This is not a single product with broad claims — it is a family of six distinct formulations, each precisely calibrated for a specific transmission architecture, because modern automatic transmissions are not interchangeable in their fluid requirements.

Why Six Products? The Evolution of Automatic Transmissions

The story of automatic transmission development explains why ROCKEFELLER offers six dedicated ATF products rather than one “universal” fluid:

The Early Era — One Fluid for All:
For decades, automatic transmissions were relatively simple devices — typically 3-speed or 4-speed planetary gear sets with hydraulic torque converters, controlled by hydraulic valve bodies. A single ATF specification (such as Dexron III or Mercon) could serve virtually all automatic transmissions on the market. This era is over.

The Modern Era — Transmission Specialization:
Beginning in the early 2000s and accelerating rapidly through the 2010s and 2020s, automatic transmission technology has diversified into fundamentally different architectures, each requiring a unique fluid formulation:

• Conventional Planetary Automatics evolved from 4-speed to 5-speed, 6-speed, 8-speed, 9-speed, and now 10-speed designs. Each additional gear ratio demanded more precise shift control, tighter clearances, and different friction characteristics from the fluid. A fluid optimized for a 6-speed transmission may cause shift quality problems in an 8-speed or 10-speed unit.
• Continuously Variable Transmissions (CVT) use a fundamentally different power transmission mechanism — a steel push belt or chain running between two variable-diameter pulley sets — that requires completely different friction characteristics than any gear-based transmission. CVT fluid must provide high metal-to-metal friction between the belt/chain and the pulley surfaces (to prevent belt slip), while conventional ATF is designed to provide controlled friction in clutch packs (a completely different tribological requirement).
• Dual-Clutch Transmissions (DCT) combine elements of manual and automatic transmissions — they use two concentric input shafts, each with its own clutch (wet or dry), serving odd and even gear sets respectively. Wet DCTs require fluid that can manage clutch engagement (like an ATF) while also lubricating helical/spur gear meshes and synchronizers (like a manual transmission fluid). This dual requirement is unique to DCTs.

The consequence for vehicle owners and service providers is clear: using the wrong transmission fluid can cause immediate shift quality problems, accelerated wear, overheating, and ultimately catastrophic transmission failure. The cost of a transmission replacement ($3,000–$8,000+ for most vehicles) dwarfs the modest price difference between a proper transmission-specific fluid and an incorrect “universal” product.

The ROCKEFELLER ATF Range eliminates this risk by providing the correct fluid for every major transmission type — clearly labeled, easy to identify, and formulated to the specific requirements of each transmission architecture.

Base Oil Technology: Total Synthesis

All six products in the ATF Range are built on Total Synthesis base oil technology — fully synthetic base stocks that provide inherent advantages over conventional mineral and semi-synthetic ATF formulations:

• Superior oxidation resistance: Synthetic base oils resist thermal and oxidative breakdown at the high operating temperatures (100–150°C+) common in modern transmissions, particularly in vehicles with aggressive torque converter lock-up strategies that transfer more heat to the fluid
• Excellent viscosity-temperature stability (high VI): Synthetic base oils maintain more consistent viscosity across the full operating temperature range, ensuring proper hydraulic control pressure and lubrication film thickness from cold start-up through sustained high-temperature operation
• Better low-temperature fluidity: Synthetic base oils flow more freely at low temperatures, providing faster transmission response during cold starts and reducing the harsh shift quality that drivers notice in cold weather
• Lower volatility: Less oil loss through evaporation at high temperatures, maintaining fluid volume and properties over extended service intervals
• Longer fluid life: The combination of inherent base oil stability and advanced additive technology enables the extended drain intervals (60,000–100,000+ km) specified by modern vehicle manufacturers

All six products are packaged in 1-liter tins with the distinctive ROCKEFELLER design, and are also available in larger formats for workshop use.

The Six ATF Products — Individual Descriptions

5AT — Five-Speed Automatic Transmission Fluid

Transmission Architecture:
The 5-speed automatic transmission was the transitional design between the older 4-speed era and the modern 6+ speed era. It added one additional gear ratio compared to 4-speed units, typically including an overdrive fifth gear for improved highway fuel economy. 5-speed automatics use conventional planetary gear sets with hydraulic torque converters and electronically-controlled shift solenoids.

Fluid Requirements:
5-speed automatics generally require ATF with moderate friction modification — more sophisticated than the older Dexron III/Mercon era, but less demanding than modern 6+ speed designs. The shift control algorithms are less complex, the clutch pack designs are more robust, and the thermal management requirements are less extreme than later-generation transmissions.

Compatible Transmissions and Vehicles:

Transmission	Manufacturer	Common Applications
5R55S/5R55W/5R55N	Ford (Mazda-based)	Ford Explorer, Ranger, Mustang; Lincoln LS; Mazda B-Series
A750E/A750F	Aisin (Toyota)	Toyota 4Runner, FJ Cruiser, Tacoma, Tundra; Lexus GX470, IS250
A960E/A960F	Aisin (Toyota)	Lexus IS series (2nd gen), Toyota Crown
5HP19/5HP24/5HP30	ZF	BMW 3/5/7 Series, Audi A4/A6/A8, VW Phaeton/Touareg, Jaguar, Range Rover
W5A580/W5A330	Mercedes-Benz (NAG1)	Mercedes-Benz C/E/S/CL/SL classes; Chrysler 300C, Dodge Charger/Magnum; Jeep Grand Cherokee
RE5R05A	Jatco	Nissan Pathfinder, Frontier, Xterra, 350Z; Infiniti G35, FX35, QX56
5L40-E/5L50-E	GM/BMW	BMW 3/5/X3/X5 Series; Cadillac CTS/STS; Holden Commodore
AW55-50/AW55-51	Aisin Warner	Volvo S60/S80/V70/XC70/XC90; Saab 9-3/9-5; Opel/Vauxhall Vectra
09A/09B (JF506E)	Jatco/VW	VW Golf IV/V, Bora, Sharan; Audi A3; Seat; Škoda
Various Chinese 5AT	Shengrui, BAIC, etc.	Various Chinese domestic vehicles equipped with 5-speed automatic

Market Context:
While 5-speed automatics are no longer installed in new vehicles in most markets, they remain abundant in the used vehicle fleet — millions of vehicles from the 2000–2015 production years are still in active service worldwide. The 5AT fluid serves this substantial and ongoing aftermarket maintenance requirement.

6AT — Six-Speed Automatic Transmission Fluid

Transmission Architecture:
The 6-speed automatic transmission represented the mainstream standard for passenger vehicles from approximately 2005–2018, and remains in widespread production for many vehicle models today. The addition of a sixth gear ratio (compared to 5-speed) provided improved fuel economy through a wider gear ratio spread, lower cruising RPM, and more efficient engine operating points. 6-speed automatics feature more sophisticated electronic control, more clutch elements, and tighter shift quality targets than earlier designs.

Fluid Requirements:
6-speed automatics demand more precise friction characteristics than 5-speed units because:

• More clutch elements are involved in each shift event
• Shift speeds are faster (shorter shift times for improved driving experience)
• Torque converter lock-up is applied more aggressively and earlier (higher heat loading on the fluid)
• Control valve body tolerances are tighter, requiring more consistent fluid viscosity

Compatible Transmissions and Vehicles:

Transmission	Manufacturer	Common Applications
6T30/6T40/6T45/6T50/6T70/6T75	GM (Hydra-Matic)	Chevrolet Cruze, Malibu, Equinox, Traverse, Impala; Buick Regal, LaCrosse, Encore, Envision, Enclave; Cadillac ATS, SRX; GMC Terrain, Acadia; Opel/Vauxhall Astra, Insignia
6F35/6F50/6F55	Ford	Ford Fusion, Edge, Explorer, Escape, Taurus; Lincoln MKX, MKZ, MKT
6R60/6R75/6R80/6R140	Ford	Ford F-150, Expedition, Mustang GT; Lincoln Navigator
6HP19/6HP21/6HP26/6HP28/6HP32	ZF	BMW 1/3/5/6/7/X1/X3/X5/X6 Series; Audi A4/A5/A6/A7/A8/Q5/Q7; Jaguar XF/XJ/F-Type; Bentley; Rolls-Royce; Range Rover; Maserati
A960E/A761E/AB60E/AC60E	Aisin (Toyota)	Toyota Camry, Highlander, Land Cruiser, Hilux; Lexus IS/ES/GS/LS/RX/LX
U660E/U760E	Aisin (Toyota)	Toyota Camry, RAV4, Highlander, Sienna, Venza; Lexus ES/RX
722.6 (NAG1)/722.9 (7G-Tronic)	Mercedes-Benz	Mercedes-Benz C/E/S/CLS/SL/GL/ML/R classes (Note: 722.9 is technically 7-speed but served by similar formulations)
JF613E/JF614E	Jatco	Nissan Murano, Maxima, Altima; Mitsubishi Outlander; Renault Koleos
A6GF1/A6MF1/A6MF2/A6LF1/A6LF2	Hyundai/Kia (Hyundai Transys)	Hyundai Sonata, Tucson, Santa Fe, Palisade; Kia Optima/K5, Sportage, Sorento, Telluride
TF-80SC/TF-81SC	Aisin Warner	Volvo S60/S80/V60/V70/XC60/XC70/XC90; Ford Mondeo/S-Max (Europe); Peugeot/Citroën; Opel/Vauxhall
09G/09K/09M	Aisin/VW	VW Golf, Passat, Tiguan; Audi A3/Q3; Seat Leon; Škoda Octavia
6DCT250 (Powershift)	Getrag/Ford	Ford Focus, Fiesta, EcoSport (wet dual-clutch, sometimes classified as 6-speed DCT)
Various Chinese 6AT	Shengrui (6AT), Aisin (licensed), Hyundai Transys (joint ventures)	Geely, BYD, Chery, Great Wall/Haval, Changan, BAIC, GAC, Dongfeng, SAIC/Roewe/MG, Zotye, JAC, Lifan (various models with 6-speed automatic)

Market Context:
The 6-speed automatic is the highest-volume ATF market segment — it represents the single largest installed base of automatic transmissions currently in service worldwide. From economy cars to luxury sedans, from compact crossovers to full-size SUVs, the 6-speed automatic is the transmission that equips the majority of the global vehicle fleet. The 6AT fluid is consequently the highest-volume SKU in the ROCKEFELLER ATF product line.

8AT — Eight-Speed Automatic Transmission Fluid

Transmission Architecture:
The 8-speed automatic transmission represents the current state-of-the-art for conventional planetary automatic transmissions. The addition of two more gear ratios compared to 6-speed designs provides:

• Wider overall ratio spread: The difference between the lowest gear (for maximum launch acceleration) and the highest gear (for minimum highway cruising RPM) is greater, enabling both stronger off-the-line performance and better highway fuel economy
• Smaller ratio steps between gears: Each gear change involves a smaller RPM change, making shifts smoother, nearly imperceptible, and maintaining the engine closer to its optimal efficiency point
• More aggressive torque converter lock-up: The lock-up clutch engages earlier and at lower speeds, reducing the hydrodynamic losses that consume fuel

The 8-speed automatic is the premium transmission choice for luxury vehicles, performance cars, and high-end SUVs from BMW, Mercedes-Benz, Audi, Lexus, Chrysler/Jeep/Ram, and increasingly from mainstream manufacturers.

Fluid Requirements:
8-speed automatics represent a significant step up in fluid requirements compared to 6-speed units:

• Higher precision friction control: With more clutch elements and faster shift events, the fluid must provide extremely precise and repeatable friction characteristics — any variation causes perceptible shift quality degradation
• Higher thermal loading: More aggressive lock-up strategies and higher power density (more gears in a similar-size package) generate more heat, requiring superior fluid thermal stability
• Tighter hydraulic control: The mechatronic control unit (integrated electronic-hydraulic controller) uses smaller solenoid valves and finer control channels, requiring consistent fluid viscosity and excellent filterability
• Extended drain intervals: Many 8-speed transmissions are specified as “lifetime fill” by the manufacturer (no scheduled fluid change), requiring the fluid to maintain its properties for 150,000+ km — this demand is met by the Total Synthesis base oil technology

Compatible Transmissions and Vehicles:

Transmission	Manufacturer	Common Applications
8HP45/8HP50/8HP70/8HP75/8HP76/8HP90/8HP95	ZF	BMW 1/2/3/4/5/6/7/8/X1/X2/X3/X4/X5/X6/X7/Z4/M Series; Audi A4/A5/A6/A7/A8/Q5/Q7/Q8; Jaguar XE/XF/F-Pace/E-Pace; Land Rover Discovery/Velar/Defender; Maserati Ghibli/Levante/Quattroporte; Alfa Romeo Giulia/Stelvio; Chrysler 300; Dodge Charger/Challenger/Durango; Jeep Grand Cherokee/Wrangler; Ram 1500; Rolls-Royce; Bentley; Aston Martin
845RE/850RE	ZF (Chrysler variant)	Chrysler, Dodge, Jeep, Ram products
A8TR1	Hyundai Transys	Hyundai Genesis/G70/G80/G90; Kia Stinger, K9/K900
8G-DCT (8-speed DCT, Mercedes)	Mercedes (Note: DCT type, but 8-speed)	Mercedes-Benz A/B/CLA/GLA class (Note: may overlap with DCTF)
8-Speed Aisin	Aisin (Toyota/Lexus)	Toyota Crown, Land Cruiser 300; Lexus LC/LS
GM 8L45/8L90	GM (Hydra-Matic)	Chevrolet Corvette C7/C8, Camaro, Silverado/Colorado; GMC Sierra/Canyon; Cadillac CT4/CT5/CT6/Escalade
10R80	Ford/GM Joint venture (10-speed, sometimes grouped with 8+ speed)	Ford F-150, Mustang, Expedition; Lincoln Navigator
Various Chinese 8AT	Shengrui 8AT, Great Wall 8AT	Geely Xingyue/Borui; Great Wall/WEY; Various premium Chinese vehicles

Market Context:
The 8-speed automatic is rapidly expanding its market share as luxury and premium vehicles age into the aftermarket service cycle. As these vehicles (produced primarily from 2012 onward) enter the 5–10 year age range where they are increasingly serviced by independent workshops rather than authorized dealer networks, the demand for quality aftermarket 8AT fluid grows substantially. The 8AT fluid offers premium pricing and strong margins reflecting its specialized, high-performance nature.

10AT — Ten-Speed Automatic Transmission Fluid

Transmission Architecture:
The 10-speed automatic transmission represents the cutting edge of conventional planetary automatic transmission design. Jointly developed by Ford and General Motors and now also offered by other manufacturers, the 10-speed automatic provides:

• Maximum ratio spread: The widest possible range between first and tenth gears, combining aggressive launch performance with ultra-low cruising RPM
• Finest ratio stepping: The smallest RPM change between adjacent gears, making shifts virtually undetectable and keeping the engine at peak efficiency through all driving conditions
• Highest efficiency: The combination of wide ratio spread, fine ratio steps, and aggressive torque converter lock-up delivers the best fuel economy achievable from a conventional automatic transmission

The 10-speed automatic is deployed in the most demanding applications — full-size pickup trucks (where it must handle massive torque while optimizing fuel economy), performance cars (where it must deliver both maximum acceleration and comfortable cruising), and large SUVs (where it must balance towing capability with highway efficiency).

Fluid Requirements:
10-speed automatics have the most demanding fluid requirements of any conventional automatic transmission:

• Ultra-precise friction control: With 10 forward gears and extremely fast shift execution, friction consistency must be at the highest level
• Extreme thermal stability: These transmissions manage enormous torque loads (up to 700+ Nm in truck applications) and generate significant heat
• Exceptional shear stability: The fluid must maintain its viscosity grade despite the high mechanical shearing forces within the transmission — viscosity breakdown causes loss of hydraulic control pressure and shift quality deterioration
• Outstanding low-temperature performance: Must provide immediate, precise shift response even in cold weather conditions, particularly for pickup truck applications in northern climates

Compatible Transmissions and Vehicles:

Transmission	Manufacturer	Common Applications
10R80	Ford	Ford F-150, Mustang (2018+), Expedition; Lincoln Navigator
10R140	Ford	Ford Super Duty F-250/F-350/F-450 (2020+)
10L80/10L90	GM	Chevrolet Silverado 1500/2500/3500, Camaro ZL1/SS; GMC Sierra; Cadillac Escalade, CT5-V Blackwing
Direct Shift-10AT	Toyota/Aisin	Lexus LC500; Toyota Land Cruiser 300
10-Speed (Honda)	Honda	Honda Odyssey (2024+), some Accord/Civic variants

Market Context:
The 10-speed automatic is the newest transmission type in the market and its installed base is growing rapidly as Ford F-150 (the best-selling vehicle in North America for over 40 years) and GM Silverado/Sierra models equipped with 10-speed transmissions enter the aftermarket service cycle. While the current volume is smaller than the 6AT and 8AT segments, growth is rapid and the product carries the highest margin positioning in the conventional ATF range.

CVT — Continuously Variable Transmission Fluid

Transmission Architecture:
The Continuously Variable Transmission (CVT) is fundamentally different from all gear-based transmissions. Instead of shifting between discrete gear ratios, a CVT provides a seamless, infinite range of effective gear ratios between its lowest and highest settings. This is achieved through a mechanical system consisting of:

• Two variable-diameter pulleys: An input (primary/drive) pulley connected to the engine and an output (driven/secondary) pulley connected to the wheels
• A steel push belt or chain: Running between the two pulleys, transmitting torque through friction contact between the belt/chain elements and the polished conical faces of the pulleys
• Hydraulic control system: Varying the effective diameter of each pulley by moving the pulley halves closer together or farther apart, which changes the effective gear ratio

The CVT’s ability to keep the engine at its most efficient RPM regardless of vehicle speed provides excellent fuel economy, which is why CVTs are the dominant transmission type for Japanese-brand passenger vehicles (Nissan, Toyota, Honda, Subaru, Mitsubishi) and are increasingly adopted by Chinese manufacturers.

Why CVT Fluid is Completely Different from ATF:
The tribological requirements of a CVT are opposite to those of a conventional automatic in one critical respect:

• Conventional ATF: Must provide controlled, moderate friction in clutch packs (friction discs against separator plates) — too much friction causes harsh shifts, too little causes slip
• CVT Fluid: Must provide high metal-to-metal friction between the steel belt/chain and the hardened steel pulley faces — if friction is insufficient, the belt slips on the pulleys, causing immediate loss of power transmission, rapid belt/pulley damage, and catastrophic transmission failure

This opposite friction requirement means that using conventional ATF in a CVT will cause belt slip and transmission destruction, and using CVT fluid in a conventional automatic will cause clutch pack malfunction. There is no safe interchange between these fluid types.

Additionally, CVT fluid must:

• Provide excellent anti-shudder performance for the lock-up clutch
• Maintain stable viscosity for precise hydraulic ratio control
• Protect the belt/chain contact surfaces from fatigue wear (micropitting)
• Control the unique type of wear debris generated by belt/pulley contact

Compatible Transmissions and Vehicles:

Transmission	Manufacturer	Common Applications
Jatco CVT7/CVT8/CVT-X	Jatco (Nissan)	Nissan Sentra/Sylphy, Altima/Teana, Rogue/X-Trail, Kicks, Qashqai, Note, Juke, Pathfinder, Murano, Maxima; Infiniti QX50/QX55/QX60; Mitsubishi Outlander, Eclipse Cross; Suzuki (some models); Renault Captur, Kadjar (some markets)
Toyota Direct Shift CVT/CVTi-S	Aisin/Toyota	Toyota Corolla, RAV4, C-HR, Yaris Cross, Camry (some markets), Vios/Yaris; Lexus UX, NX (some variants)
Honda CVT	Honda	Honda Civic, Accord, CR-V, HR-V, Fit/Jazz, City, Vezel; Acura ILX, TLX (some variants)
Subaru Lineartronic CVT	Subaru (Fuji Heavy)	Subaru Impreza, Crosstrek/XV, Forester, Outback, Legacy, Ascent, WRX (CVT variant)
Mitsubishi INVECS-III CVT	Jatco/Mitsubishi	Mitsubishi Lancer, ASX/Outlander Sport, Eclipse Cross
Chery CVT	Wanliyang/Chery	Chery Tiggo 7/8/Arrizo 5/Arrizo 8
Geely CVT	Punch Powertrain/Geely	Geely Emgrand, Coolray/Bingyue, various Geely models
Great Wall CVT	Great Wall	Haval H2/H4/H6 (CVT variants), Great Wall Voleex/C30
BAIC CVT	Punch Powertrain/BAIC	BAIC X25/X35/X55/EU5
Changan CVT	Changan/Punch	Changan CS35/CS55/CS75 (some variants), Eado
GAC CVT	GAC/Aisin	GAC Trumpchi GS3/GS4/GA4 (CVT variants)
Dongfeng CVT	Dongfeng/Getrag	Dongfeng Fengshen AX7/A60 (CVT variants)

Market Context:
CVTs have the second-largest installed base (after conventional stepped automatics) in the global passenger car transmission market, driven by their near-universal adoption by Japanese brands and growing use by Chinese manufacturers. The CVT fluid is the second-highest-volume SKU in the ROCKEFELLER ATF range, with particularly strong demand in Asian and South American markets where Japanese-brand vehicles dominate the passenger car fleet.

DCTF — Dual-Clutch Transmission Fluid

Transmission Architecture:
The Dual-Clutch Transmission (DCT), also known as a twin-clutch or double-clutch transmission, is a sophisticated automated manual transmission that uses two separate clutches for odd and even gear sets:

• Clutch 1 (Outer): Engages gears 1, 3, 5, and 7 (and sometimes Reverse)
• Clutch 2 (Inner): Engages gears 2, 4, 6, and (in some designs) 8

This dual-clutch arrangement enables seamless, power-on gear changes — while one clutch is engaged and driving, the other clutch pre-selects the next gear on its shaft. When a shift occurs, one clutch opens and the other closes simultaneously, transferring power with virtually zero interruption. This produces the efficiency of a manual transmission (direct mechanical connection, no hydrodynamic torque converter losses) with the convenience of an automatic.

DCTs come in two types:

• Wet-clutch DCTs: The clutch packs are immersed in oil (DCTF), which provides cooling and lubrication. These are used for higher-torque applications and require specialized DCTF.
• Dry-clutch DCTs: The clutch packs operate without oil, similar to a manual transmission clutch. These units use a separate gear oil for the gearbox internals and do not require DCTF for the clutches. (The ROCKEFELLER DCTF is designed for wet-clutch DCTs.)

Why DCTF is Unique:
Wet-clutch DCT fluid must perform a dual role that no other transmission fluid type can fulfill:

1. Clutch friction management: Like an ATF, the DCTF must manage the engagement and disengagement of wet clutch packs — but DCT clutches operate differently from conventional AT clutch packs (they experience more sustained slipping during modulated engagement, and the friction characteristics must be extremely consistent to prevent shudder, judder, and creep issues)
2. Gear lubrication: Like a manual transmission gear oil, the DCTF must lubricate helical and spur gear meshes, synchronizer assemblies (in some designs), bearings, and shift forks — requiring anti-wear and EP (extreme pressure) properties that are not present in conventional ATF

Compatible Transmissions and Vehicles:

Transmission	Manufacturer	Common Applications
DQ200 (0AM/0CW) — Dry	BorgWarner/VW	VW Golf, Polo, Passat, Tiguan; Audi A1/A3/Q2; Seat; Škoda (Note: Dry clutch — DCTF for gearbox internals only)
DQ250 (02E) — Wet	BorgWarner/VW	VW Golf GTI/R, Passat, Tiguan, Touran; Audi A3/TT/Q3; Seat; Škoda (higher torque applications)
DQ381 (0GC) — Wet	VW/Audi	VW Golf 8 GTI/R, Tiguan; Audi A3/Q3 (Chinese market and global)
DQ500 (0BH/0BT) — Wet	BorgWarner/VW	VW Transporter T5/T6, Tiguan (high torque); Audi Q3/TT (high torque variants)
DQ400e — Wet (Hybrid)	VW	VW Golf GTE, Passat GTE; Audi A3 e-tron (P2 hybrid architecture)
7DCT300/7DCT450	Getrag (Magna)	BMW 2/3/4/5 Series, X1/X2 (7DCT); Mercedes-Benz A/B/CLA/GLA Class; Ford Focus/Fiesta (Powershift — some variants); Renault Megane RS; Volvo S60/V60/XC40 (older models)
PDK (7DT/8DT)	Porsche/ZF	Porsche 911, 718 Cayman/Boxster, Panamera, Macan, Cayenne
S-Tronic (DL382/DL501)	VW/Audi	Audi A4/A5/A6/A7/A8/Q5/Q7/Q8 (longitudinal platform)
7DCT — Geely/Volvo	Geely (in-house)	Geely Boyue/Bo Yue Pro, Xingyue, Preface, Icon; Volvo XC40 (Chinese market); Lynk & Co 01/02/03/05/06
7DCT — Great Wall	Great Wall (in-house)	Haval H6/H9/F5/F7, Jolion; WEY VV5/VV6/VV7; Tank 300/500; Great Wall Poer
7DCT — Changan	Changan (in-house)	Changan CS55 Plus, CS75 Plus, UNI-T, UNI-K, UNI-V
7DCT — BYD	BYD (in-house)	BYD Song Plus DM-i, Han DM, Tang DM, Qin Plus DM-i (Note: BYD’s DM-i hybrids use a specialized DCT-type transmission)
7DCT — GAC/GIC	GAC Transmission	GAC Trumpchi GS4/GS8/GA6/M8
7DCT — SAIC	SAIC (in-house)	MG ZS/HS/5, Roewe RX5/i5/i6
7DCT — Dongfeng	Dongfeng/Getrag JV	Dongfeng Fengshen AX7, Aeolus Yixuan
6DCT — Hyundai/Kia	Hyundai Transys	Hyundai Veloster/i30 N DCT, Kona, Tucson (some); Kia Ceed/Forte DCT, Seltos, Sportage (some)
GETRAG 6/7DCT — Various Chinese	Getrag (Magna) China JVs	Various Chinese vehicles using Getrag-licensed DCTs

Market Context:
DCTs have experienced explosive growth, particularly in the Chinese market where virtually every major Chinese automaker has developed or sourced a 7-speed DCT for their popular crossover and sedan models. The Chinese DCT market is the largest in the world and continues to expand rapidly. The DCTF is a high-margin, high-growth product that addresses this rapidly expanding installed base. VW Group vehicles alone (using DQ200/DQ250/DQ381/DQ500 transmissions across VW, Audi, Seat, and Škoda brands) represent an enormous DCTF market opportunity.

Shared Functional Features — All Six Products

Oxidation Stability and Elastic Material Compatibility

★ Excellent Oxidation Stability and Good Elastic Material Compatibility — Maintain Long-Term Stable Oil Quality and Extend Transmission Life:
All six ATF products share the advanced Total Synthesis base oil platform and anti-oxidant additive system that provides:

Oxidation Stability:
Modern automatic transmissions are increasingly specified as “lifetime fill” or “extended fill” by vehicle manufacturers — meaning the fluid is not scheduled for regular replacement during the vehicle’s expected service life. This requires the fluid to maintain its chemical and physical properties for 150,000–300,000+ km. The Total Synthesis base oil’s inherent oxidation resistance, combined with the multi-tier antioxidant system, enables this extended service life by preventing:

• Viscosity increase from oxidation polymerization (which causes sluggish shifts and reduced efficiency)
• Acid formation (which corrodes metals and degrades seals)
• Deposit formation (which blocks valves, passages, and filter elements)
• Sludge accumulation (which restricts oil flow and contaminates the system)

Elastic Material Compatibility:
Automatic transmissions contain numerous elastomeric seals, O-rings, gaskets, and lip seals made from materials including:

• FKM (Viton): Most common in modern transmissions for high-temperature applications
• HNBR (Hydrogenated Nitrile): Used for enhanced heat resistance
• NBR (Nitrile): Used in older transmissions and lower-temperature applications
• Polyacrylate: Used for specific seal applications
• PTFE (Teflon): Used for shaft seals and thrust washers
• Silicone: Used for some gasket and O-ring applications

The ATF products are formulated for excellent compatibility with all of these materials, meaning the fluids do not cause excessive swelling, shrinking, hardening, cracking, or degradation. This seal compatibility directly extends transmission life by:

• Preventing external leaks (pan gasket, axle seals, cooler line connections)
• Preventing internal leaks (servo seals, accumulator seals, piston seals) that cause clutch apply pressure loss and shift quality deterioration
• Maintaining the integrity of the transmission fluid boundary, keeping contaminants out and clean fluid in

Anti-Corrosion Performance

★ Excellent Anti-Corrosion Performance — Providing Rust and Corrosion Protection for Transmission and Special Protection for Welded Accessories:
Modern automatic transmissions are manufactured using a variety of metals and alloys, many of which are susceptible to corrosion:

• Aluminum alloy: Housing, valve body, pump housing, piston components — susceptible to galvanic corrosion and pitting
• Steel: Shafts, gears, bearings, clutch plates, springs — susceptible to rust and stress corrosion cracking
• Copper alloy (bronze, brass): Bushings, thrust washers, separator plates — susceptible to acid attack and dezincification
• Cast iron: Some older transmission housings and pump components — susceptible to rust
• Welded assemblies: Many modern transmission housings use welded aluminum components; some torque converter shells are welded steel. The heat-affected zone (HAZ) around welds is particularly susceptible to corrosion because the welding process alters the metal’s microstructure and creates residual stresses.

The ATF products contain a multi-metal corrosion inhibitor system that:

• Forms protective films on aluminum surfaces, preventing the pitting corrosion that damages valve body bores and causes spool valve sticking
• Passivates copper alloy surfaces, preventing the copper dissolution that darkens the fluid and contaminates the system
• Protects steel surfaces from rust caused by moisture contamination (condensation from temperature cycling)
• Provides special protection for welded areas, where the altered metallurgy of the weld zone and HAZ makes these areas more vulnerable to corrosive attack

Low-Temperature Flow Performance

★ Excellent Low-Temperature Flow Performance — Easy to Start and Maintain Ideal Viscosity at High Temperatures:
The ATF products provide excellent low-temperature fluidity, which is critical for:

Cold-Start Shift Quality:
When a vehicle is started in cold weather (-10°C to -30°C and below), the transmission fluid is thick and slow-flowing. This causes:

• High line pressure (because the pump must work harder to move thick oil through small passages), resulting in harsh, abrupt shifts
• Slow valve response (because thick oil moves through control valve body passages sluggishly), resulting in delayed or missed shifts
• Inadequate lubrication (because thick oil cannot reach all critical surfaces quickly), accelerating wear during the warm-up period
• Torque converter shudder (because the lock-up clutch cannot operate properly with thick oil), causing vibration and noise

The Total Synthesis base oil provides excellent flow characteristics at low temperatures, significantly reducing these cold-start problems:

• Shifts are smoother and more controlled within seconds of starting
• The lock-up clutch can engage earlier, improving fuel efficiency during warm-up
• All internal surfaces receive lubrication faster, reducing cold-start wear
• The driver experiences normal shift quality much sooner than with conventional fluids

High-Temperature Viscosity Retention:
At high operating temperatures (100–150°C+), the fluid must maintain sufficient viscosity to:

• Provide adequate hydraulic control pressure for precise clutch engagement
• Maintain lubricating film thickness on gear teeth, bearings, and other loaded surfaces
• Support the hydrodynamic bearing in the torque converter
• Prevent excessive internal leakage past worn clearances

The high viscosity index of the Total Synthesis base oil ensures the fluid retains its protective viscosity at elevated temperatures while still flowing freely at low temperatures — a combination that conventional mineral ATF products cannot match.

Technical Specifications — Range Overview

Parameter	5AT	6AT	8AT	10AT	CVT	DCTF
Transmission Type	5-Speed Planetary	6-Speed Planetary	8-Speed Planetary	10-Speed Planetary	Continuously Variable	Dual-Clutch (Wet)
Base Oil	Total Synthesis	Total Synthesis	Total Synthesis	Total Synthesis	Total Synthesis	Total Synthesis
Friction Profile	Clutch Optimized	Clutch Optimized	Precision Clutch	Ultra-Precision Clutch	Belt/Chain High-Friction	Dual-Mode (Clutch + Gear)
Oxidation Stability	Excellent	Excellent	Excellent	Excellent	Excellent	Excellent
Seal Compatibility	Full	Full	Full	Full	Full	Full
Anti-Corrosion	Excellent	Excellent	Excellent	Excellent	Excellent	Excellent
Low-Temp Flow	Excellent	Excellent	Excellent	Excellent	Excellent	Excellent
Shear Stability	Good	Good	High	Very High	High	High
Anti-Shudder	Good	Good	Excellent	Excellent	Excellent	Excellent
Primary Market	Legacy Fleet	Mainstream Fleet	Premium/Luxury Fleet	Performance/Truck	Japanese/Chinese Cars	European/Chinese Cars
Packaging	1L Tin	1L Tin	1L Tin	1L Tin	1L Tin	1L Tin
Shelf Life	5 Years	5 Years	5 Years	5 Years	5 Years	5 Years

Target Customers and B2B Solutions

Automotive Repair Workshops and Transmission Specialists

Independent automotive repair shops and dedicated transmission repair specialists are the primary sales channel for ATF products. These businesses need:

• A complete range: The ability to service any vehicle that comes through their door, whether it has a 6-speed conventional auto, a CVT, or a DCT. The ROCKEFELLER ATF Range provides this complete coverage with six clearly differentiated products.
• Clear product identification: The risk of using the wrong transmission fluid is severe (potential transmission destruction). ROCKEFELLER’s clear labeling system — each product boldly marked with its transmission type (5AT, 6AT, 8AT, 10AT, CVT, DCTF) — minimizes the risk of cross-application errors.
• Competitive pricing vs. OEM fluids: OEM-branded transmission fluids from vehicle manufacturers typically carry 50–200% price premiums over quality aftermarket alternatives. The ROCKEFELLER ATF Range provides OEM-equivalent quality at competitive pricing, enabling workshops to offer customers cost-effective transmission service while maintaining healthy margins.
• Reliable supply: Workshops cannot afford to turn away customers due to ATF stock-outs. ROCKEFELLER’s broad ATF range means one supplier can serve all their ATF needs.

Auto Parts Distributors and Wholesalers

Parts distributors serving the automotive aftermarket can offer the complete ROCKEFELLER ATF Range as a one-stop transmission fluid solution to their workshop customers:

• Six SKUs cover virtually all vehicles: Rather than stocking dozens of different OEM-specific ATF products, distributors can stock the six ROCKEFELLER ATF variants and cover essentially the entire vehicle fleet
• Attractive shelf presentation: The coordinated packaging design (matching 1L tins with color-coded labeling) creates an impactful product display
• Strong category margins: Transmission fluids are a premium-priced category with higher per-liter margins than engine oil, and the specialized nature of each product supports price integrity

Vehicle Fleet Operators

Companies operating fleets of vehicles — including rental car companies, corporate fleets, government vehicle pools, and ride-hailing/taxi companies — require regular transmission fluid maintenance:

• Rental car companies: Must maintain transmission shift quality for customer satisfaction and vehicle resale value
• Corporate fleets: Scheduled maintenance programs include transmission fluid service at recommended intervals
• Taxi and ride-hailing fleets: Particularly heavy CVT fluid consumption (many taxi/ride-hailing vehicles use Japanese CVT-equipped models), with high annual mileage requiring more frequent service

Quick-Service Oil Change Operations

Oil change chains and express service operations increasingly offer transmission fluid service as a higher-ticket add-on service:

• Transmission fluid exchange is a high-margin service (typically $150–$400 per vehicle)
• Carrying the complete ROCKEFELLER ATF Range enables these operations to serve all vehicle types
• The 1L packaging format is convenient for the precise-fill approach used in quick-service environments

Chinese Market — Special Opportunity

The Chinese automotive market presents a particularly strong opportunity for the ATF Range because:

• China is the world’s largest automotive market by volume
• Chinese-brand vehicles (which now outsell foreign brands in China) overwhelmingly use DCT and CVT transmissions
• DCT adoption is extremely high: Geely, Great Wall/Haval/WEY/Tank, Changan, BYD, GAC, SAIC/MG/Roewe, and virtually every other Chinese brand uses DCTs as their primary automatic transmission
• CVT adoption is significant through Japanese brand partnerships and independent CVT suppliers (Wanliyang, Punch Powertrain)
• The growing fleet of Chinese-brand vehicles creates enormous aftermarket demand as these vehicles age

Why Choose the ROCKEFELLER ATF Range for Your Business?

1. Complete Coverage — six products cover virtually every automatic transmission type in the global vehicle fleet
2. Transmission-Specific Formulations — each product is precisely calibrated for its specific transmission architecture, not a compromised “universal” blend
3. Total Synthesis Technology — all six products built on fully synthetic base oil for superior performance and longevity
4. Clear Product Identification — bold, unambiguous labeling (5AT/6AT/8AT/10AT/CVT/DCTF) prevents dangerous cross-application errors
5. Excellent Oxidation Stability — maintains fluid properties over extended drain intervals, supporting “lifetime fill” requirements
6. Full Seal Compatibility — prevents leaks that damage transmissions and customer trust
7. Comprehensive Corrosion Protection — with special attention to welded component areas
8. Outstanding Low-Temperature Performance — ensures smooth shift quality in cold weather starts
9. Premium Category Margins — transmission fluids command higher per-liter pricing than engine oils
10. Growing Market — the increasing complexity and diversity of transmission types drives growing demand for specialized, correctly matched fluids