Transmission Fluid Specifications: ATF, CVT, and DCT/DSG — A B2B Buyer’s Guide

Transmission fluid is not one product. Automatic Transmission Fluid (ATF), CVT fluid (CVTF), and DCT/DSG wet-clutch fluid are three distinct chemistries, and none is interchangeable with the others. Within each family, dozens of OEM-specific specifications exist — often not interchangeable with each other either. For a B2B buyer sourcing transmission fluid for export or fleet maintenance, what matters most is matching the transmission's exact OEM specification code, not the generic label "ATF" or "CVT fluid" — and understanding the difference between a fluid that meets a specification and one formally OEM-licensed for it. This guide covers the main specification families, how to choose between OE-specific and multi-vehicle fluid, what to check on a technical data sheet, and how packaging, MOQ, and export documentation work for this category.

What is the difference between ATF, CVT fluid, and DCT/DSG fluid?

ATF lubricates planetary gearsets, torque converters, and — in many modern designs — wet clutch packs inside step-automatic transmissions. A single formulation must deliver a stable friction/speed curve for clutch engagement, anti-wear protection, oxidation resistance, foam suppression, and cold-start fluidity.

CVT fluid is a fundamentally different formulation for belt-and-pulley or chain-and-pulley CVTs. ATF must not be substituted for CVTF: the friction requirements are effectively opposite. CVTF needs high steel-on-steel friction at the pulley/belt interface to prevent belt slip, while still needing low friction and anti-shudder behavior at any clutch packs.

DCT/DSG wet-clutch fluid is built for dual-clutch transmissions with oil-bathed clutch packs, combining ATF and manual-gearbox oil properties with emphasis on clutch control and thermal stability. It is not interchangeable across OEM DCT platforms, since each manufacturer's clutch material and friction curve differs.

Buyer rule of thumb: ATF, CVTF, and DCT/DSG fluid are three separate product families, and within each family the fluid must match the exact OEM specification the transmission calls for — not just the family name.

Who buys transmission fluid through B2B export sourcing?

Typical buyer archetypes include multi-brand workshops sourcing multi-vehicle ATF/CVTF/DCT products; dealership and franchised service networks needing OEM-licensed fluid for warranty coverage; fleet and logistics operators standardizing on multi-vehicle products for inventory simplicity; lubricant distributors and regional blenders sourcing in bulk drums or IBCs; private-label buyers bottling bulk fluid under their own label, who ask about base oil type and label lead time; transmission remanufacturers needing OE-spec fluid for warranty-compliant rebuilds; institutional and government fleets needing multi-vehicle spec compliance; and import/export trading companies sourcing for markets with limited local OEM-specific supply.

What are the main ATF, CVT, and DCT fluid specifications?

The table below summarizes the specification families most frequently requested through B2B sourcing — a starting reference; always confirm the exact spec code and current revision against the vehicle's service documentation and the supplier's TDS/COA before ordering.

Which ATF specification does a GM, Ford, or Chrysler vehicle actually require?

GM's Dexron VI (GMW16444, originally GMN10060) is factory fill for 2006+ GM 6-speed platforms. Its defining requirement is a maximum KV100 of 6.4 cSt when new — a ceiling, not a fixed value; real finished products commonly report 6.0–6.1 cSt, below that maximum. It is backward compatible with Dexron-III(H)/(G), though Dexron-II-only-rated transmissions need an OEM service-bulletin check. Dexron HP (GMW16974) followed in 2013 as GM's first "lifetime fluid" positioning.

GM CVT-equipped vehicles need a separate caution: DEX-CVT is a legacy designation from early-2000s Saturn-era GM CVT vehicles and is not recommended for recent models. A verified, current GMW specification number for modern GM CVT fluid could not be confirmed from a primary source, so none is stated here. Never use Dexron VI in a GM CVT transmission — confirm the current fluid reference with the vehicle manufacturer.

Ford's Mercon LV (WSS-M2C938-A) uses high-VI hydroprocessed base oils and is incompatible with Mercon V, Mercon SP, Mercon ULV, CVT fluid, and Premium ATF (WSS-M2C924-A) — never mix these. Mercon ULV (WSS-M2C949-A, "Ultra-Low Viscosity") is not backward compatible with any prior Mercon/ATF fluid.

Chrysler/Stellantis ATF+4 (MS-9602) also covers backward compatibility to ATF+3/MS-7176 and ATF+2, and is distinctively red — a useful inspection cue. ATF+4 is widely licensed to independent blenders; any ATF+4 compliance claim should be verified against the current licensed-product list before being treated as a licensing claim rather than a "meets the specification" claim.

Which ATF specification applies to Toyota and ZF transmissions?

Toyota WS (JWS 3324) superseded Toyota Type T-IV and applies to Toyota, Lexus, and Aisin Warner planetary automatics. It is a fully synthetic, low-viscosity fluid with friction modifiers tuned for smooth ratio changes and controlled lock-up engagement. Reported viscosity figures vary meaningfully across sources — roughly 5.2 to 6.4 cSt at 100°C has been reported across commercial data sheets. Treat JWS 3324 as a low-viscosity range, not one fixed number — confirm the exact figure on the supplier's own TDS.

ZF requires transmission-specific fluid for its automatic transmissions. An unapproved fluid can cause significant deterioration in shifting characteristics up to transmission failure, per ZF's own service positioning, and voids warranty. LifeguardFluid 6, 8, 9, and the separate MB 9 variant are not interchangeable with each other or with generic ATF — 6 and 8 report a KV100 of approximately 5.6 mm²/s, always confirm on the current datasheet. LifeguardFluid 9 covers ZF 9HP transmissions across several OEMs; LifeguardFluid MB 9 is a separate, non-interchangeable product for the Mercedes-Benz 9G-TRONIC transmission. The buyer needs the exact transmission code — 6HP, 8HP, or 9HP plus sub-variant — not just "ZF automatic."

Which CVT fluid specification applies — Nissan NS-2, NS-3, or a multi-vehicle formulation?

Nissan NS-2 and NS-3 are both Nissan OEM CVTF specifications for steel-belt CVTs built by Jatco. NS-2 is the higher-viscosity, earlier-generation specification; NS-3 is the lower-viscosity successor with a friction-reducing formulation. The two are not backward or forward compatible. Reported kinematic viscosity figures for NS-2/NS-3 genuinely conflict across sources, and this guide deliberately does not publish a single KV100 number — the spread is wide enough that any single figure risks being wrong for a specific product. Treat the relationship as a documented direction (NS-3 = the lower-viscosity, friction-optimized successor to NS-2) and confirm exact figures on the supplier's TDS and Certificate of Analysis before ordering.

A labeling caution: the same specification is sometimes labeled "CVTF NS-2/NS-3" and sometimes "ATF-NS2/NS3." What must match is the spec code itself, not the family word on the label.

Multi-vehicle CVTF products claim coverage across several OEM belt/chain CVT platforms at once. OEMs have typically not evaluated a multi-vehicle CVTF in every claimed application, so compatibility should always be checked against the supplier's own compatibility chart. Honda, Subaru, Mitsubishi, Hyundai, and other OEMs each maintain their own CVT fluid specification; never assume one brand's works in another's. A manufacturer’s own transmission-fluid designation is not automatically a CVT fluid — Mazda’s ATF-FZ, for example, is specified for a stepped automatic transmission, not a belt or chain CVT, and no Mazda CVT fluid designation could be located; the fluid family a designation belongs to has to be confirmed, not assumed from the manufacturer’s name alone.

Which DCT/DSG wet-clutch fluid does a VW/Audi dual-clutch transmission need?

VW/Audi's two principal wet-clutch DSG fluid specifications are G 052 182 (VW TL 52 182), used in the DQ-250 and DQ-500 across VW, Audi, Seat, and Skoda, and G 052 529 (VW/Audi TL 52 529), used in the DL-501 (Audi S-Tronic) across select 2010–2018 model years. Both are premium full-synthetic fluids based on hydrocrack oils with shear-resistant viscosity-index improvers.

G 052 182 and G 052 529 are not interchangeable. The buyer must confirm the transmission code — printed on the housing or in service documentation — rather than ordering against "VW DSG" as a generic label. Revision-suffix drift is real: alternate or superseding part numbers appear in current documentation for closely related applications, so verify the current revision suffix and exact transmission-code match before accepting a supplier's compliance claim.

Other DCT platforms follow the same logic: BMW DKG, Porsche PDK, Ford Powershift, PSA Peugeot-Citroën (DCS), Renault (EDC/DC4), and Nissan (GR6) each specify their own approved fluid. A fluid approved for one OEM's DCT should never be assumed suitable for another.

What does "meets the specification" mean versus "OEM approved" — and why does it matter?

This is arguably the single most important technical distinction for a B2B buyer in this category. "Meeting the specification" means a product's measured properties satisfy an OEM's published performance thresholds. "OEM approved" or "OEM licensed" means the manufacturer has formally evaluated and issued a dated license for that exact formulation. The two are not the same, and the difference has real commercial consequences.

OE-tier buyers — dealerships, franchised networks, and fleets under manufacturer warranty — typically need the formal license: a non-approved or mismatched fluid used in a later transmission fault can trigger a warranty dispute. Aftermarket-tier buyers can often accept a product that states it "meets" the specification without the formal license — a legitimate, widely used category — but it carries a documentation burden. Always ask whether an OEM-spec claim is "meets" or a formally licensed claim, and request the license reference where claimed.

Friction-modifier chemistry is the most sensitive variable behind this distinction. Small deviations from an OEM's precise friction/speed curve can cause torque-converter-clutch shudder in ATF, belt/pulley slip in CVT, or clutch-pack shudder in DCT applications. CVT and DCT systems are generally more sensitive to friction-curve precision, because the friction interface itself is a primary torque-transfer surface, not just a clutch-engagement event.

How should a B2B buyer choose between ATF, CVT, and DCT fluid — and between multi-vehicle and OE-specific products?

1. Identify the exact transmission code (e.g. "ZF 8HP," "DQ500," "JF017E") from the housing or service documentation, not the vehicle make/model alone.
2. Identify the OEM-specified fluid family and spec code from the vehicle's own service documentation.
3. Decide the sourcing tier: OEM-licensed/branded fluid for warranty-relevant or OE-tier work, versus a "meets the specification" aftermarket or multi-vehicle product for general service.
4. Request the supplier's TDS and COA and check the properties listed in the next section.
5. For CVT and DCT, insist on the exact sub-spec code (NS-2 vs NS-3, G 052 182 vs G 052 529) — never accept a generic "CVT fluid" or "DSG fluid" claim without it.
6. For private-label orders, confirm base oil type (Group III, III+, or IV/PAO), since this affects both performance and labeling.
7. Confirm packaging, MOQ, and export-document needs align with the shipment plan.
8. Submit a Request for Quote rather than expecting a fixed online price, since terms are supplier-specific.

Multi-vehicle fluid is a legitimate, widely used category — not inherently inferior — but it carries a documentation burden, since OEMs have typically not evaluated every claimed application. OE-specific fluid removes ambiguity for warranty-relevant and precision applications, at the cost of stocking more SKUs.

What should a buyer check on a transmission fluid TDS or COA before ordering?

• KV100 (kinematic viscosity at 100°C) — the single most important on-spec check; compare against the OEM's ceiling or range (e.g. Dexron VI's 6.4 cSt maximum).
• KV40 — needed to calculate the viscosity index.
• Brookfield viscosity at −40°C — governs cold-start pumpability; critical for cold-climate destination markets.
• Flash point (COC or PMCC) — relevant to shipping and dangerous-goods classification.
• Pour point — the lowest flow temperature, complementing the Brookfield figure.
• Shear stability (post-KRL or ASTM D5621) — confirms KV100 stays within specification after service shear.
• An explicit OEM-specific approval statement — a licensed-product mark, or a plain statement that the product "meets but is not licensed under" a given specification.

Friction-coefficient and anti-shudder results are rarely published on a public TDS; buyers with a formal clutch-compatibility requirement should request this data separately.

How is transmission fluid packaged for export, and what MOQ should a B2B buyer expect?

These figures are typical, indicative industry ranges, not fixed platform data — supplier MOQs differ and should be confirmed per Request for Quote; no price or `_price` figure is implied. Container-loading math follows the logic used across similarly dense lubricants: these fluids typically have a specific gravity of 0.86–0.87, comparable to engine oil, so a 20-foot general-purpose container commonly takes roughly 80 palletized 200 L drums, or roughly 10–20 IBCs depending on load method, while a 40-foot high-cube container is typically weight-limited to roughly 20–24 IBCs at this density.

What export documentation and HS code apply to a transmission fluid shipment?

A standard export document set typically includes a Commercial Invoice (HS code, product/specification name, viscosity grade if stated, quantity, and Incoterms 2020 point — unit price is handled by the independent supplier, never by Altonex Global), a Packing List, a Bill of Lading or Airway Bill, a Certificate of Analysis (batch KV100, KV40, Brookfield viscosity, flash/pour point, and VI), a Safety Data Sheet (GHS Rev. 9, 16 sections), a Certificate of Origin where preferential tariff treatment is claimed, and a Marine Cargo Insurance Certificate under CIF or CIP. US exports over USD 2,500 also require an EEI filing via AES.

On HS classification: finished ATF, CVTF, and DCT fluid with over 70% petroleum content typically classifies under HS 2710.19, a heading a US Customs ruling has confirmed for automotive transmission fluid specifically. However, this category carries a genuine cross-jurisdiction ambiguity: some trade databases classify ATF under HS 3403.19 instead, and below-70%-petroleum prepared fluids fall under HS 3819. The exact subheading depends on the product's composition and the destination country's own tariff interpretation — always confirm the precise classification with a licensed customs broker or the destination customs authority before declaring a shipment; do not rely on one universal HS code.

Standard finished transmission fluid with a flash point above 60°C is not regulated as dangerous goods under IMDG, ADR, or 49 CFR — most finished transmission fluids flash well above 150°C — but always confirm the specific flash point on the SDS before declaring a shipment. FOB, CIF, and CIP remain the most common Incoterms 2020 terms for B2B lubricant export. Several destination markets also require pre-shipment conformity certification for lubricants generally (e.g. Saudi/GCC SABER-GSO, Malaysia SIRIM, Indonesia SNI, Nigeria SONCAP, or Kenya KEBS PVoC); whether transmission fluid specifically falls under a given country's mandatory scope should be verified with the destination regulator or a customs broker.

How do you request a quote for transmission fluid suppliers on Altonex Global?

Altonex Global is a B2B Digital Trade Expo, Supplier Discovery, and RFQ platform covering transmission fluid and related automotive-fluid categories — Altonex Global is never the seller. Independent suppliers listed on the platform are responsible for their own product information, stock, quote validity, delivery, invoicing, warranty, and after-sales support. Buyers can review the Transmission Fluids category and connect directly with listed suppliers through a Request Quote, Contact Supplier, or Export Inquiry action — there is no checkout, no Buy Now, and no fixed listed price.

A well-formed RFQ for this category should specify: the product family (ATF, CVTF, or DCT/DSG), the exact OEM specification code, packaging and MOQ needs, Incoterms and destination port, required documents (COA, SDS, Certificate of Origin, and OEM license reference where applicable), lead time, and — for private-label buyers — label and artwork requirements. Explore further sourcing guidance across the Knowledge Hub before submitting a Request for Quote.

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