Losing hope that the fluid flush would be the fix, I started to look into local transmission shops that could rebuild the AW TF-SC80 in my Volvo. The car still occasionally had a violent flare and bang during the 2-3 upshift, and mild acceleration in top gear still had the 200rpm oscillation. It seemed as though my efforts were in vain after a quick drive. Then, I put the car back down on level ground, topped off the transmission fluid, and put everything back together. This was done until the fluid coming out changed color from a dull maroon to a bright cherry red, which took about 10 quarts. At the same time, I had the fill port open, and I was pouring in fresh ATF. From there, I started the engine, and the car began to pump out the old fluid from deep within the mechanical bowels of the transmission. However, not all Volvo transmission fluid is the same, so ensure you check the owner's manual or the local dealership to ensure you have the right stuff.īeing the one-man wrench I am, I set the XC90 on ramps and unplugged the ATF heat exchanger lines that run to the radiator. You shouldn't have too much trouble if you need to grab an emergency quart from the local auto parts store either, as Toyota, Mazda, and Ford all used a JWS3309-spec oil. That wasn't difficult as the Volvo-branded transmission fluid and those offered by Pentosin and Aisin were available to choose from. The ATF required by Volvo for my transmission fluid change had to meet the JWS3309 specification. Suddenly, I found the renewed motivation to service my transmission with some fresh ATF. I thought nothing about it until I also started to experience the infamous shift flare on the 2-3 upshift at part throttle. When I purchased my 2006 P2 Volvo XC90 V8 with 80,000 miles on the clock, it had a particularly odd issue where the tachometer would oscillate up and down about 200rpm while the car was in top gear cruising up a slight incline. Though with that said, transmission fluid changes do need to happen. Typical engine oil changes should occur around every 7500 miles, whereas it's not uncommon to see ATF last well beyond 60,000 miles. Like engine oil, ATF has a service life, but because it doesn’t see the extreme forces that engine oil does, the transmission fluid has a much longer life. The ATF also dissolves and suspends solids, impurities, and contamination from worn clutch packs, allowing the friction materials to wear evenly and dissipate heat. While automatic transmission fluid does lubricate those parts, it primarily serves as the tool used to activate and actuate the clutches and shifting duties. Inside an automatic gearbox are an oil pump and valve body, along with a series of planetary gears and clutches. Instead, transmission fluid has to deal with being used as a tool rather than purely as lubrication. Automatic transmissions have plenty of rotating internal components, but the forces and speeds that occur inside are much different from those inside and engine. The forces seen by the engine’s bearings are far beyond those seen in an automatic transmission. It needs to withstand the extreme heat and pressure of the pistons, connecting rods, crankshaft, and valvetrain at all times while maintaining its shear strength under constant load. Engine oil is designed to protect the internal rotating components and do a little bit of pressure-based functions.
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