The manufacturer's maintenance schedule for many automatic transmissions doesn't call for fresh fluid until 100,000 miles or, with some Ford transmissions, even 150,000 miles. A lot of mechanics say that is too long and it should be done at least every 50,000 miles. Manual transmissions may be on a different schedule, so it's best to consult the maintenance schedule in the owner's manual. 

   Like other vital automotive fluids, transmission fluid deteriorates over time. Hard use - such as frequent stop-and-go city driving, hauling heavy loads, trailer towing - will accelerate the deterioration. That kind of driving raises the operating temperature of the transmission, and heat puts more strain on the transmission and the fluid, which helps facilitate gear shifts, cools the transmission and lubricates moving auto parts . 

   If you do a lot of driving under high-stress conditions, you should check the transmission level more often and have a repair shop check the condition of the fluid. Transmission fluid often is red but can come in other colors, and as it deteriorates it tends to turn darker. It may also acquire a burned odor that could indicate it needs to be changed or that the transmission is developing mechanical problems. Another indication it needs changing is dirt or other debris in the fluid. When you take your vehicle in for an oil change or other routine service, the repair facility may urge you to pay for a transmission-fluid change or flush. Even if they can show you that the fluid is darker than original, that might not mean you need fresh fluid right now. Step back, check the maintenance schedule in your owner's manual and see what the manufacturer recommends before you decide. This also will give you time to price shop. 

   Many repair shops use flush systems that force out the old fluid and pump in new fluid. Though that sounds good, some auto parts manufacturer s say you shouldn't do that (Honda is one; there are others), so you need to know this before you agree to a flush. Look in your owner's manual. Some manufacturers, such as Honda, also call for their own type of transmission fluid and warn that using other types could cause damage. Moreover, some automatic transmissions have filters that should be cleaned or replaced when the fluid is changed. Make sure the repair facility is using the correct fluid and procedures for your vehicle.   If you have never changed the transmission fluid in your vehicle and have more than 100,000 miles on the odometer, should you change it now? We have seen mixed opinions on this, with some mechanics suggesting you should just leave well alone if you aren't having shifting problems. Adding fuel to this theory are stories about older transmissions failing shortly after they finally received fresh fluid. We have a hard time accepting that fresh fluid causes transmission failure, so our inclination would be to have it done if you're planning on keeping the commercial vehicle a few years or longer. However, fresh fluid is not a cure for gears slipping, rough shifting or other mechanical problems, so don't expect a fluid change to be a magic elixir.

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The automotive industry in China benefits immensely from government support. The government considers this industry as a pillar or strategically important industry for the economy, and it has adopted various policies and initiatives to spur strong growth and development (Haley, G.T. 2009). As Zhang Ji, deputy director of import and export of machinery and electronic products at China’s Ministry of Commerce (MOFCOM) stated in an interview: "Automobiles are in a way different from other merchandises. Automobile export adds to the dignity of a nation….The auto industry represents a country’s overall economic strength. Government policy has aimed at increasing domestic auto and auto-parts manufacturing with foreign partners, enabling technology transfer and creating an auto-parts supply base for exports. The government has offered market access to foreign auto companies in return for technology; both soft and hard technology acquisition, not capital acquisition, has motivated China’s opening of its auto industry to foreign direct investment. The central government’s policy has also aimed at modernizing and restructuring SOEs to create principal actors or "national champions” in their industries and to displace imported products in China’s domestic market. National champions in the automotive sector include the vertically integrated SAIC, FAW, and Dongfeng, which include captive auto-parts manufacturers.

Soviet aid helped to start the Chinese automotive sector in 1953 with the establishment of China’s first car company, FAW. In the late 1970s, China’s auto industry continued to transform through its open-door policy. China’s need to modernize its industrial infrastructure required foreign technology, management, and finance to supplement low domestic savings and nascent R&D capabilities. Import-substitution policies built on a protectionist framework helped the auto and auto-parts industries to evolve and provided shelter. In the 1970s, China’s auto industry had small production capacity focused on Dong feng truck production. In 1978, the country had 56 auto-assembly plants that produced slightly fewer than 150,000 units based on Eastern European designs from the 1950s (Ministry of Machinery 1994).

In 1984, Premier Zhao Ziyang announced that China planned to produce exportable sedans up to world standards, to increase production volumes, and to switch from an "all-under-one-roof mentality of small-scale development” to a "cooperative industrial complex system, centered around large-scale factories based on modern technology” (Iwagaki 1986, 11). Specific objectives included consolidating production in the industry into three large and three small producers with high local content, acquiring advanced technology, and achieving high volumes. JVs with foreign companies would serve as the primary vehicle of industrial upgrading.

In 1986, the central government designated the automotive industry as a pillar of the national economy. In 1987, the government began to encourage JVs with foreign auto companies while its trade policy continued to nurture domestic auto-parts production. This new policy included compulsory licensing of imports and new production facilities. In the 1991 five-year plan, Beijing referred to the automotive industry as a pillar industry for China. In 1994, the State Planning Commission issued an industrial-policy statement formalizing the state’s objectives for the auto industry; it modeled the statement on perceived Japanese and Korean experiences, except for the reliance on JVs for industrial upgrading. Since then, 24 provincial governments have also designated the automotive industry as a pillar industry with local governmental support for restructuring, growth, and exports.

The Auto Industry Development Policy (AIP), issued by the NDRC with every five-year plan, serves as the blueprint for developing China’s auto industry. The 2004 AIP encouraged local automakers to develop R&D capabilities, to produce vehicles independently, and to increase exports to $35–40 billion by 2010, an amount accounting for around 40–50% of output. The policy also aimed to have auto parts derive from a series of industry clusters, where domestic companies could establish their own brands and compete in international markets, with advanced technology and capital-intensive products accounting for around 60% of exports. The plan has fallen a little short of these targets.

China’s 2004 AIP also formalized some technology-transfer requirements for foreign companies wanting to invest in China’s automotive sector. Pursuant to Article 47 of the 2004 AIP, foreign-investment projects in China’s automotive industry require the establishment of R&D facilities with an investment of at least RMB 500 million. In Annex II of the 2004 AIP, foreign investors seeking approval of new automobile-production plants must file technology-transfer agreements (Trade Lawyers Advisory Group 2007). In 2011, Beijing announced that foreign auto companies that want to expand in China must launch new brands with their Chinese partners. Earlier in 2011, Volkswagen AG received government permission to build a new assembly plant in south China only after it had agreed to create a new brand for its JV with FAW. The government-financed China Automotive Technology and Research Center (CATARC) concluded that, "With this rule, the government hopes to force global automakers to contribute more technology to their joint ventures” .

In the 2004 AIP, two significant laws restricted foreign ownership to 50% shares of commercial vehicle-manufacturing company in China and restricted foreign vehicle manufacturers to two local JV partners. Foreign OEMs have had to set up JVs for vehicle production, a rule that implicitly forces them to cooperate on vehicle distribution with their local partners. The AIP also paved the way for China’s auto-parts industry to become part of the global automotive-purchasing system, and it started to restructure the automotive industry into large groups capable of competing globally. In its 11th Five Year Plan (2006–10) for the automotive industry, the government eliminated the need for state approval for any new investment in auto-parts manufacturing. To create a strong R&D platform in auto parts and to boost technology transfer from foreign companies, Beijing had previously removed the 50% ownership restriction on JVs in auto-parts production. Starting in 2010, auto-parts companies can have 100% foreign ownership and start production without state approval, while auto-assembly companies still cannot.

Unlike the central government’s policies, provinces often issue policies abruptly, taking markets by surprise. For example, in 1999, local governments in 13 cities banned the use of diesel vehicles with almost no warning or lead time. The governments have since retracted this policy. Local governments also often pass laws that favor their local economies and businesses rather than national interests (J.D. Power and Associates 2007). For example, some provinces set vehicle specifications for taxis to match those of locally manufactured autos. As governmental fleets have traditionally been the largest consumers of autos, these regulations have major repercussions on sales of autos and auto parts.

To help China’s automotive industry negotiate the global economic crisis, China’s government has so far introduced two stimulus packages.

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