Full-synthetic fluid for belt and chain CVTs, built for the high metal-to-metal friction and anti-shudder protection a variator needs to grip without slipping.
Valvoline CVT Full Synthetic is the multi-vehicle CVT fluid people reach for when they own more than one CVT car, need a quart to top off a Nissan Versa or Rogue, a Subaru Outback, a Jeep Patriot or a Mini Cooper, or want a fluid that is on the shelf everywhere instead of a dealer-only bottle. This listing is one quart; Valvoline's quart case part number is 804751. It is a full synthetic fluid made for belt and chain CVTs, and Valvoline's product sheet lists the factory specifications it is recommended for, which is what matters before you pour it in.
In a continuously variable transmission the ratio comes from two variable-width pulleys connected by a steel push belt or a chain. Hydraulic pressure squeezes the pulley halves onto the belt, and the belt drives by friction against the pulley faces. That means the fluid has two jobs that pull in opposite directions: it must lubricate the bearings, pump and planetary parts, and it must also let steel grip steel at the belt contact without slipping or juddering. Valvoline builds this fluid on synthetic base stocks with long-life friction modifiers, anti-wear additives and shear-stable viscosity modifiers, and states typical properties of 7.2 cSt at 100 degrees C and a Brookfield viscosity of 9,000 cP at minus 40 degrees C. A conventional ATF is designed for clutch packs in a stepped automatic and does not give a belt CVT the friction it needs.
Read your fluid specification first, from the owner's manual or the label at the fill point, and check it against the list below. Then check the level hot using your vehicle's procedure, because many CVTs have no dipstick and are checked at a fill or overflow plug at a set temperature. Scan for codes; on Nissan and Jatco units, judder and pulley-ratio codes point to hardware rather than fluid. Our guide to CVT harsh or delayed shifts lays out the order of checks, and JATCO CVT problems and fixes covers the Nissan, Jeep and Mitsubishi units this fluid is most often bought for.
Valvoline's product information sheet recommends this fluid where these specifications are called for: Nissan NS-2 and NS-3; Dodge and Jeep NS-2 and CVTF+4; Ford CVT23, CVT30 and Mercon C; GM and Saturn DEX-CVT; Honda HMMF and HCF-2; Hyundai and Kia SP-CVT 1; Mazda CVTF 3320; Mercedes-Benz 236.20; Mitsubishi CVTF-J1 and CVTF-J4; Mini EZL 799; Subaru Lineartronic CVTF, High Torque CVTF and e-CVTF; Suzuki TC, CVT Green 1 and CVT Green 2; Toyota TC and FE; and VW and Audi TL 52180. Valvoline says it is not recommended for hybrid CVT units from Toyota and Ford, and it is not for dual-clutch transmissions. Some automakers still tell dealers to use only their own fluid, especially for warranty work, so if your car is under powertrain warranty, the factory fluid is the safest choice; the genuine Honda HCF-2 quart is one example. Browse CVT parts on our CVT collection page, or send your year and VIN and we will confirm the spec.
| Type | Full synthetic universal CVT fluid |
| Volume | 1 quart (946 mL) |
| Fits | Most belt and chain-driven continuously variable transmissions |
| Protection | Anti-shudder, anti-wear, metal-to-metal friction stability |
| Not for | Dual-clutch (DCT) or conventional automatics; verify OEM-specific CVT applications in Valvoline product guide |
| Made in | USA |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Valvoline's product sheet lists Nissan NS-2 and NS-3. Nissan's own bulletins call for genuine Nissan fluid, so if the car is under warranty, use the factory fluid for warranty work.
No. Valvoline states this fluid is not recommended for hybrid CVT units from Toyota and Ford. Those use their own specified fluids.
No. It is made for belt and chain CVTs. Dual-clutch and stepped automatics need the fluid their manufacturer specifies.
It depends on the transmission. A drain-and-fill on most compact CVTs takes several quarts, so check your service data and buy enough to finish the job plus a spare for setting the level.
On a high-mileage unit with worn fluid it often reduces judder. If judder returns quickly or a judder or ratio code is stored, the belt, pulleys or valve body need diagnosis.
