Came across the following. Site obviously hasn't been updated for a while, but gives the best description I've seen to date on why the friction characteristics are critical to Chrysler transmissions:
"Chrysler introduced an ATF upgrade in July 1997. This specification is MS-7176E = "MOPAR ATF+3" (PN 4467721). Fluids claiming MS-7176D = "MOPAR ATF+2" must be withdrawn from the market by April 1998. MS-7176E will supercede and replace 7176-D, C, B etc. fluids. Chrysler has developed their own version of CSTCC system (currently MS-7176E must be used in this platform).
A new fluid has been introduced for future factory-fill under the temporary standard MS-9602, known as ATF+4 is schedule for limited use in large vehicles in 2000MY. Availability is extremely limited. Presently, it is not known whether MS-9602 will replace MS-7176E, or for use in addition to, or for specific applications only.
There have been reports of severely damaged transmission using the wrong fluid. Some of these problems go away when replaced with the correct fluid. Follow Chrysler's recommendations to the letter. Ignore the alternative fluid. Chrysler recommends that only ATF+3 Type 7176 be used in all Chrysler automatic transmissions with locking torque converters. Substituting any other fluid can lead to problems. Shifting and engagement of the torque converter clutch (TCC) in virtually all Chrysler automatics is controlled by the transmission control module (TCM), an electronic system, based on a variety of inputs including throttle position, engine speed, input and output speed, and others. The result is that the TCM "learns" characteristics of individual transaxles. The lock-up torque converter must be unlocked, partially locked, or fully locked. In partial lock, a regulated amount of slippage is allowed. If the wrong fluid is used, the TCM can't regulate the slippage in partial lock, the result being converter clutch shudder. Therefore, use only 7176 in all (modern) Chrysler automatics."
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Also serves as a reiminder of why we need to disconnect the battery when changing ATF in these vehicles so the computer can learn the charactgeristics of the new oil.
Here is something else on the materials
http://www.atra.com/gears/2002-09/2002_09_49.pdf
[ July 06, 2003, 08:12 AM: Message edited by: widman ]
"Chrysler introduced an ATF upgrade in July 1997. This specification is MS-7176E = "MOPAR ATF+3" (PN 4467721). Fluids claiming MS-7176D = "MOPAR ATF+2" must be withdrawn from the market by April 1998. MS-7176E will supercede and replace 7176-D, C, B etc. fluids. Chrysler has developed their own version of CSTCC system (currently MS-7176E must be used in this platform).
A new fluid has been introduced for future factory-fill under the temporary standard MS-9602, known as ATF+4 is schedule for limited use in large vehicles in 2000MY. Availability is extremely limited. Presently, it is not known whether MS-9602 will replace MS-7176E, or for use in addition to, or for specific applications only.
There have been reports of severely damaged transmission using the wrong fluid. Some of these problems go away when replaced with the correct fluid. Follow Chrysler's recommendations to the letter. Ignore the alternative fluid. Chrysler recommends that only ATF+3 Type 7176 be used in all Chrysler automatic transmissions with locking torque converters. Substituting any other fluid can lead to problems. Shifting and engagement of the torque converter clutch (TCC) in virtually all Chrysler automatics is controlled by the transmission control module (TCM), an electronic system, based on a variety of inputs including throttle position, engine speed, input and output speed, and others. The result is that the TCM "learns" characteristics of individual transaxles. The lock-up torque converter must be unlocked, partially locked, or fully locked. In partial lock, a regulated amount of slippage is allowed. If the wrong fluid is used, the TCM can't regulate the slippage in partial lock, the result being converter clutch shudder. Therefore, use only 7176 in all (modern) Chrysler automatics."
--
Also serves as a reiminder of why we need to disconnect the battery when changing ATF in these vehicles so the computer can learn the charactgeristics of the new oil.
Here is something else on the materials
http://www.atra.com/gears/2002-09/2002_09_49.pdf
[ July 06, 2003, 08:12 AM: Message edited by: widman ]
