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SAE TECHNICAL
PAPER SERIES 2006-01-3242

General Motors DEXRON®-VI Global

Service-Fill Specification
Roy Fewkes, Brent Calcut and Angela Willis
General Motors Corp.

Powertrain & Fluid Systems

Conference & Exhibition
Toronto, Canada
October 16-19, 2006

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2006-01-3242

General Motors DEXRON®-VI Global Service-Fill Specification

Roy Fewkes, Brent Calcut and Angela Willis
General Motors Corp.

Copyright © 2006 SAE International

ABSTRACT
Type A Severe Service
(1949)
During early 2005 General Motors released a newly
Type A-Suffix A Normal Service
developed ATF for the factory fill of all GM Powertrain
(1959)
stepped gear automatic transmissions. The new fluid
provided significantly improved performance in terms of DEXRON®
friction durability, viscosity stability, aeration and foam (1967)
control and oxidation resistance. In addition, the fluid DEXRON®-II
has the potential to enable improved fuel economy and (1973)
extended drain intervals. Since the performance of the DEXRON®-IIE
new fluid far exceeded that of the DEXRON®-III service (1990)
fill fluids available at the time it became necessary to
DEXRON®-III
upgrade the DEXRON® service fill specification in order
(1994)
to ensure that similar fluids were available in the market
for service and repair situations. This latest upgrade to 0 20 40 60 80 100
the service fill specification is designated DEXRON®-VI ATF Drain Intervals (1000s of miles)
[1].
Figure 1: GM ATF Specification Timeline
INTRODUCTION

Since General Motors introduced the first ATF service fill

specification in 1949 it has been periodically necessary
to upgrade the specification. This upgrading process It should be noted that, as with previous upgrades,
ensures that available service fill fluids are of an DEXRON®-VI fluids are designed to be backward
appropriate quality for use in transmissions that have compatible with earlier transmission hardware. More
been designed around the factory fill fluid performance. importantly earlier type fluids are not forward compatible
The 1949 specification was designated ‘Type A’ and with transmission hardware that was designed to use
since that time there have been eight upgrades including DEXRON®-VI fluid, i.e. DEXRON®-III is not compatible
the one to which this paper refers. The 1967 upgrade with the most recently designed transmissions, and that
was the first to bear the DEXRON® registered trademark the use of these earlier type fluids could result in
of General Motors [2]. The various iterations of the transmission damage. One additional major concern
DEXRON® specification have always provided a regarding the use of earlier type fluids is that although
performance window which allowed variance in the they are still being marketed, in many cases the original
performance of approved fluids [3]. In the case of additive chemistry and basestocks are no longer
DEXRON®-VI, the specification is written very tightly available and so the product that is now being marketed
around the performance of the factory fill fluid, has never been tested and approved. GM does not
significantly reducing the allowed variation and thus license or support obsolete ATF specifications or the use
providing consumers with a greater level of confidence of fluids that are being marketed against these cancelled
in the fluids that they purchase under the DEXRON® specifications.
trademark. Figure 1 is a timeline of the upgrades to the
DEXRON® specification including the associated fluid THE DEXRON®-VI SPECIFICATION
drain intervals. In addition to the upgrades listed, there
were two revisions made to the DEXRON®-III The DEXRON®-VI specification differs from previous
specification. In 1997, DEXRON®-III (G Revision) was upgrades in that for the first time the specification
released and in 2004 DEXRON®-III (H Revision) was addresses not only the performance of the finished ATF
released. but also contains requirements for the approval of
additive systems and lists approved additive chemistry.
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In order to obtain a DEXRON®-VI approval it is using the kinematic viscosity. The film thickness is
mandatory to formulate the fluid with an approved and measured by means of ultrathin film interferometry. The
listed additive system. film thickness measurements must be conducted at
Imperial College, London, UK [6]. The oil film thickness
CHANGES TO CHEMICAL AND BENCH TESTS testing shows that despite having a new oil viscosity
(KV@100°C) approximately 20% lower than typical
Most of the chemical and bench tests in the DEXRON® DEXRON®-III fluids, the oil film thickness provided by
specification were left unchanged from DEXRON®-III to DEXRON®-VI fluids is around 20% higher under
DEXRON®-VI. For instance, the tests for color, equivalent conditions, aiding wear protection.
elemental analysis, miscibility, flash point, fire point, and
corrosion are identical or very similar between these two Measure EHD Film Thickness as a Function of
specifications. The minor changes to the chemical and Entrainment Speed and Temperature
bench testing required for DEXRON®-VI include a Light Rays
maximum kinematic viscosity at 100°C of 6.4 cSt, a Quartz
Leaving Contact
Area Create
maximum viscosity at 40°C of 32.0 cSt., a minimum Disk Interference
base oil viscosity at 100°C of 4.5 cSt, a minimum Pattern
Reflective
viscosity index of 145, a maximum Brookfield viscosity at Layer Oil Film
-40°C of 15,000 cP, a minimum flash point of 180°C and
Steel Ball is
now, density must be reported at 15°C. The Appendix Immersed in Oil and
Drive
shows a comparison of the bench tests and Shaft is Driven by Motion
requirements in the DEXRON®-III (H) and DEXRON®-VI Applied of Disk
Load
specifications. All tests new to DEXRON® with this
G.J. Johnston, R. Wayte, H.A. Spikes;
update have an asterisk next to their name in the Tribology Transactions, 34, 187 (1991)

Appendix.

The Elastomers Test, described in Appendix B of the Figure 2: Measurement of Oil Film Thickness by Ultrathin Film
Interferometry
DEXRON® specification, was updated in 2002. An SAE
Paper that described the updating of the Elastomers
Test was published in 2003 [4]. The Elastomers Test
measures the volume and hardness change of 10
different elastomer compounds after being immersed in
the candidate fluid at a temperature of 150°C for 70 A tapered roller bearing shear test, known as the KRL,
hours. The pass/fail limits are based upon comparison to was added to the DEXRON® specification to determine
the reference fluid and remain unchanged with the fluid shear stability. The DEXRON®-VI specification
DEXRON®-VI. requires a 40 hour test with an end of test kinematic
viscosity at 100°C of 5.5cSt minimum and a maximum
There are some additional, recent changes to the decrease in kinematic viscosity at 100°C of 10%. As an
chemical and bench testing requirements for DEXRON® additional guide to ensure adequate shear stability, the
that would not be considered minor. Firstly, the historical average of the KRL result and base oil viscosity, divided
method used for fluid identification has traditionally been by two must be greater than 5.0 cSt.
Infrared Spectrum (FTIR). That test was replaced by a
GM proprietary fluid profile test at the time of the The GM Foam Test has been replaced with ASTM
DEXRON®-III (H Revision) [5]. D892, which is easier to control, is an industry standard,
requires much less fluid and has greater capability to
A few significant tests have been added to the chemical distinguish between fluid performance. In addition, the
and bench test section of the DEXRON®-VI reduced sample size enables the evaluation of both new
specification. The cold crank simulator is now required and used candidate fluids for an indication of how the
because it has a better correlation to the low- fluid resists foaming with age. The DEXRON®-VI
temperature pumpability of a lubricant than the requirement is that a candidate fluid when new must
Brookfield viscosity. The DEXRON®-VI requirement is have a foaming tendency of 50 mL or less and a
3,300 cP maximum at -30°C. A high temperature, high foaming stability of 0 mL in all four Sequences and, to
shear viscosity measurement is now required at 150°C evaluate the used fluid, a sample is collected after
with a minimum viscosity of 2.0 cP. The volatility of completing the Cycling Test and must have 50 mL or
DEXRON® candidates must now be measured, using less foaming tendency in Sequences I-III and 150 mL or
the Noack Method. The requirement for DEXRON®-VI is less in Sequence IV as well as 0 mL of foaming stability
that after 1 hour at 200°C evaporation loss must not in all Sequences. These requirements are also listed in
exceed 10%. the Appendix.

Another test new to the DEXRON® specification with the MINOR CHANGES TO THE DEXRON® TESTS
release of DEXRON®-VI is the film thickness evaluation.
The measurement of film thickness was included due to The Plate Friction Test, described in Appendix C of the
the inherent inaccuracy of calculating film thickness specification, length has been extended to 200 hours.
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The test uses an SAE No. 2 Friction Apparatus to 2.5

evaluate the friction characteristics of the candidate fluid ®
DEXRON -VI maximum
in plate clutch applications. Despite the extended length, 2
all of the limits for stop time, midpoint torque, etc.,

'TAN [mgKOH/g]
1.5
remained at the same values. Figure 3 demonstrates the
improvement in plate clutch friction performance with 1
DEXRON®-VI. Due to the declining availability of 3T40
plates and the age of the friction material used, the test 0.5
is being updated to use the standard SAE No. 2 size
0
plates and BorgWarner 4329 friction material.
0 50 100 150 200 250 300 350 400 450
-0.5
190 Test Time [h]

180 DEXRON-III (G) DEXRON-III (H) DEXRON-VI

Midpoint Torque [Nm]

170
® ®
160 Figure 4: Comparison of ǻTAN of DEXRON -III and DEXRON -VI
150
fluids in the GM Oxidation Test

140

130

120
0 50 100 150 200 250 300
Time [h]
The Cycling Test is probably the most important test in
the DEXRON®-VI specification because it employs a
DEXRON®-III DEXRON®-VI EOT Cutoff fully functioning transmission exposing the fluid to
operating conditions expected under severe service
®
Figure 3: Comparison of DEXRON -III and DEXRON -VI fluids in the
®
conditions. The Cycling Test, detailed in Appendix F of
GM Plate Clutch Friction Test the specification, uses a 4L60 transmission driven by a
5.7L small block V8 GM engine. The test length has
been extended by 10,000 cycles to 42,000 cycles for
DEXRON®-VI while maintaining the previous limits on
fluid oxidation, shift times and end-of-test parts
The Band Friction Test, described in Appendix D of the condition, as well as adding a limit to the Brookfield
specification, measures the fluid’s effect on friction in a viscosity at -40°C at the end of test.
band clutch using an SAE No. 2 Friction Apparatus. The
Band Friction Test has been updated for DEXRON®-VI 8.00
replacing the old 3T40 hardware with 4L60-E hardware,
but with a modification to the friction material on the 7.50

band so that it has the same frictional surface area as

KV at 100°C [cSt]

7.00
the smaller 3T40 band. The test length has been
extended to 150 hours and the limits adjusted for the 6.50
new hardware.
6.00

The Oxidation Test, described in detail in Appendix E of 5.50

the specification, uses a 4L60-E transmission driven by
5.00
an electric motor. The electric motor spins the 0 10000 20000 30000 40000 50000
transmission at 1725 RPM. The output shaft and stator Test Cycles
in the torque converter are pinned to keep them from
DEXRON-III DEXRON-VI
rotating and generate significant amounts of heat. Using
a heat exchanger in the cooling circuit, fluid temperature
®
flowing from the converter is maintained at 163°C. The Figure 5: Comparison of Kinematic Viscosity at 100°C of DEXRON -III
®
operation and length of the test remains unchanged with and DEXRON -VI fluids in the GM Cycling Test
tighter limits on oxidation performance. The ǻTAN
maximum was lowered to 2.0 mg KOH/g and an end of
test Brookfield Viscosity limit of 15,000 cP at 40°C was
added. Figure 4 illustrates the improvement in oxidation
®
performance from DEXRON -III (G and H Revisions) to No changes were made to the Vehicle Performance
®
DEXRON -VI. Test, also known as the Shift Feel Test. All candidate
DEXRON®-VI fluids must match the shift feel
performance of the reference fluid. Figure 6 shows
similar performance for DEXRON®-III and DEXRON®-VI
fluids in both the 1-2 shift and 2-3 shift at four
temperatures and three throttle settings.
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0.80
The test uses the change in fluid density as a measure
0.75
of the amount of fluid aeration that has taken place after
0.70
the specified amount of fluid agitation. The Aeration Test
is used to evaluate both new fluid and used fluid from
Lock-up Time [s].

0.65
the Cycling Test. As in the case of the LSF Test, the
0.60
limits are stated as being equal to or better than the
0.55
0.50
reference fluid, in both a new and used condition. A
0.45
more complete description of the Aeration Test is
available [8].
0.40
0.35
0.30
ADDITIONAL REQUIREMENTS FOR DEXRON®-VI
65°C 90°C 105°C 120°C
Temperature Further tests that had not previously been used by the
GM ATF Committee to rate fluid performance were
DEX-III MT DEX-III HT DEX-III WOT added to the DEXRON®-VI specification. To keep the
DEX-VI MT DEX-VI HT DEX-VI WOT variation between approved fluids to a minimum,
significant additional testing is now required to approve a
0.80
new additive chemistry. Also, in order to prove that new
0.75
additive chemistries are compatible with the currently
0.70
approved fluids, a new chemistry must pass all of the
tests required for a full DEXRON®-VI program at four
Lock-up Time [s].

0.65
0.60
different mix ratios with the reference fluid and an
0.55
additional mix ratio with any other approved chemistries.
0.50
Additionally, a fleet test is now required for all new
0.45
chemistries and must be run on mixtures and the 100%
0.40
candidate fluid. The mix ratios are shown below.
0.35
0.30
Mix ratios required for new additive chemistries:
65°C 90°C 105°C 120°C
Temperature 1. 100% Candidate
2. 25% Candidate : 75% Reference
DEX-III MT DEX-III HT DEX-III WOT 3. 50% Candidate : 50% Reference
DEX-VI MT DEX-VI HT DEX-VI WOT 4. 75% Candidate : 25% Reference
® 5. 50% Candidate : 50% Other(s)
Figure 6: Vehicle Performance Test Results for DEXRON -III and
®
DEXRON -VI fluids
The additional tests described below have been shown
to be more sensitive to additive chemistry than the
finished fluid make-up, provided the finished fluid has
similar performance in the tests described previously.
The Electronically Controlled Converter Clutch (ECCC) Therefore, these tests are only required on the first
Vehicle Test and the Sprag Clutch Overrun Wear Test finished fluid using a new chemistry.
(SCOWT) also were not modified with the introduction of
DEXRON®-VI. The Hunting Test is the first of the additional tests used
to verify the performance a new ATF additive chemistry.
The Low-Speed Friction (LSF) Test was recently This test is similar to the ECCC Vehicle Test in that it
developed and included in the DEXRON®-III ensures that candidate fluids do not adversely affect the
specification as part of the upgrade to the H Revision [7]. performance of the ECCC. However, this test is more
The Low-Speed Friction Test uses an SAE No. 2 Friction focused on the hunting performance of the fluid over the
Apparatus to evaluate the fluid friction characteristics at lifetime of the vehicle. The Hunting Test evaluates the
different pressures and temperatures in low-speed slip tendency of a fluid to maintain a stable torque converter
conditions. The test looks at both fresh and used fluid. clutch slip speed. If the vehicle cannot maintain a stable
The used fluid is taken from a successful completion of slip speed, the driver perceives a rhythmic change in
the Cycling Test. With the introduction of DEXRON®-VI, engine speed, appearing as though the transmission is
the LSF limits are stated as being equal to or better than hunting for the proper gear, thus the phenomena is
the reference fluid, in both a new and used condition. called ‘hunting’. The hunting tendency is evaluated on
The more complete description of the LSF Test is the new fluid and periodically throughout the durability
available [7]. schedule simulating 50,000 customer miles.

As a supplement to the ASTM D892 Foam Test, a new The second of the additional tests to verify new additive
test apparatus and procedure was developed in order to chemistry is the pitting test. Pitting is a fatigue failure that
evaluate fluid aeration and deaeration rates, in situ [8]. can occur in rolling contacts, such as needle bearings
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and spur gear teeth. Lubricant base oil and additives are hour test is also significantly improved. Additionally
known to influence the pitting-capacity of these types of DEXRON®-VI fluid shows virtually no degradation of
mechanical devices. The test is performed on a standard viscosity characteristics in either the oxidation test or the
FZG 4-square test stand at 90°C for up to 300 hours. cycling test. The oil film thickness testing shows that
Because the repeatability and reproducibility of this test DEXRON®-VI fluid is around 20% higher than
method is large (as is the case with most pitting tests), DEXRON®-III under equivalent conditions, aiding wear
the GM ATF Committee requires each candidate fluid to protection.
be run in triplicate. The new additive chemistry must
prove to be equal to or better than the reference fluid. The performance requirements significantly exceed
those of DEXRON®-III, meeting the complex needs of
The third additional test needed to prove a new additive modern transmission designs. The DEXRON®-VI
chemistry is the Anti-Shudder Durability (ASD) Test. The requirements are significantly more difficult to meet than
test is a modification of a Ford MERCON® procedure DEXRON®-III providing a much lower performance
that was originally developed to measure the durability tolerance between different DEXRON®-VI formulations
of fluid friction coefficient. The modifications include the and much greater confidence in fluid quality to the
use of a difference size clutch plates and different consumer.
friction material. This test mimics the operation of a
torque converter clutch with a series of long clutch slips, REFERENCES
followed by several engagements of the clutch, at
elevated temperatures. Increasing the anti-shudder 1. “DEXRON®-VI Automatic Transmission Fluid
durability of a fluid has the potential to enable increased Specification,” GMN10060, General Motors, April
fuel economy by more aggressive use of the torque 2005.
converter clutch. The candidate fluid must have 2. “DEXRON® Automatic Transmission Fluid
performance equal to or better than the reference fluid. Specification,” GM6032M, General Motors, August
1967.
The final requirement for new chemistry approval is a
3. R. Fewkes, D.G. Hughes, I.E. Joseph, J.L.
fleet test. After a new additive chemistry passes all of
Sumiejski, “Diversification of Automatic
the DEXRON®-VI tests for the candidate fluid and the
Transmission Fluid Technology,” Technische
mixtures, the manufacturer of the fluid must meet with
Akadamie Esslingen International Colloquium
the GM ATF Committee to develop a suitable fleet test,
which will use a minimum of three vehicles on each fluid Tribology, pp 1315-1340, 1996.
mixture. Each vehicle will use a new transmission and 4. C. Morgan, J.L. Linden, T.L. Johnson, N.X. Zeng,
be driven 150,000 miles in a pre-approved schedule, “Development of Revised DEXRON®-III Elastomers
after which, the transmissions will be disassembled for Test,” SAE Paper 2003-01-3252.
hardware inspections and the fluids will be analyzed 5. “DEXRON®-III Automatic Transmission Fluid
periodically throughout the test. The candidate fluid and Specification,” GMN10055, General Motors, June
mixes must perform equal to or better than the reference 2003.
fluid transmissions in order to have the new chemistry 6. G.J. Johnston, R. Wayte, H.A. Spikes, “The
approved. Measurement and Study of Very Thin Lubricant
Films in Concentrated Contacts,” Tribology
CONCLUSION Transactions, v. 34, pp 187-194, 1991.
7. C. Morgan, R. Fewkes, T. McCombs, S.H. Tersigni,
The DEXRON®-VI specification defines a service fill J.M. Jackson, “Low-Speed Carbon Fiber Torque
automatic transmission fluid with excellent performance Capacity and Frictional Properties Test for ATFs,”
and durability in terms of friction, oxidation, shear SAE Paper 2004-01-3026.
stability, wear, and aeration. The friction durability of 8. C. Morgan, J. Cummings, R. Fewkes, J.M. Jackson,
DEXRON®-VI is shown to be at least twice improved “A New Method of Measuring Aeration and
compared to DEXRON®-III, as demonstrated in the GM Deaeration of Fluids,” SAE Paper 2004-01-2914.
Plate Friction Test. Resistance to oxidation in the 450
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APPENDIX

Bench Tests and Requirements for DEXRON®-III (H) and DEXRON®-VI

REQUIREMENTS
TEST METHOD DEXRON®-III (H) DEXRON®-VI
A. Color ASTM D 1500 6.0 - 8.0 6.0 - 8.0
B. Elemental ASTM D 5185 Report, ppm: Al, Ba, B, Ca, Cr, Cu, Report, ppm: Al, Ba, B, Ca, Cr, Cu, Fe,
Analysis Fe, Pb, Mg, Mn, Mo, Ni, P, K, Si, Pb, Mg, Mn, Mo, Ni, P, K, Si, Ag, Na,
Ag, Na, S, Sn, Ti, V, Zn S, Sn, Ti, V, Zn
See Requirements ĺ Report, ppm: Cl (ASTM D 4929) Report, ppm: Cl (ASTM D 6443)
ASTM D 4629 Report, ppm: N Report, ppm: N
See Requirements ĺ Report, ppm: S (ASTM D 4927) Report, ppm: S (ASTM D 6443)
C. Fluid Profile Proprietary GM Test Report Report
Report from supplier Base Oil(s), weight% Base Oil(s), weight%
Additive(s), weight% Additive(s), weight%
D. Miscibility FED-STD-791: No separation or color change at No separation or color change at end
Method 3470.1 end of test using Reference Fluid of test using Reference Fluid
E.* Density ASTM D 4052 N/A Report @ 15°C
F. Kinematic ASTM D 445 40°C (Report) 32cSt (max) @ 40°C
Viscosity 100°C (Report) 6.4cSt (max) @ 100°C
150°C (Report) 150°C (Report)
4.5cSt (min) @ 100°C, Base Oil blend
G.* Viscosity ASTM D 2270 N/A 145 (min)
Index
H. Flash Point ASTM D 92 170°C Minimum 180°C Minimum
I. Fire Point ASTM D 92 195°C Minimum 195°C Minimum
J. Brookfield ASTM D 2983 1) Report, cP at -10°C 1) Report, cP at -10°C
Viscosity 2) 1,500 cP (max) @ -20°C 2) 1,500 cP (max) @ -20°C
3) 5,000 cP (max) @ -30°C 3) 5,000 cP (max) @ -30°C
4) 20,000 cP (max) @ -40°C 4) 15,000 cP (max) @ -40°C
K. Copper ASTM D 130 Modified: 1B 1B
Strip 3 hr at 150°C
Corrosion
Test
L. Corrosion ASTM D 665: Pass Pass
Test Procedure A
M. Rust ASTM D 1748 No rust or corrosion on any test No rust or corrosion on any test
Protection a) Sandblasted surface surface
Test surface
b) 40°C
c) 50 hr
N. Wear Test ASTM D 2882 10 mg maximum weight loss 10 mg maximum weight loss
Modified:
a) 80 ± 3°C
b) 6.9 MPa
O.* CCS ASTM D 5293 N/A 3,300 cP (max) @ -30°C
P.* HTHS ASTM D 4683 N/A 2.0 cP (min) @150°C
Q.* Noack ASTM D 5800 N/A 10% max evaporation 1hr at 200°C
Volatility
R.* Film EHDPROC_11 at N/A Equal to or better than Reference Fluid
Thickness Imperial College
S.* Tapered CEC L-45-T-93 N/A 1) KV100, 5.5cSt (min) at EOT
Roller Bearing Modified: 40 hr 2) 10% KV100 decrease (max) at EOT
Shear 3) (BOV+EOTV)/2 > 5.0 cSt @100°C
T.* Foam Test Appendix A Obsolete DEXRON® Method: Both new and after cycling test:
1) No Foam at 95°C a) Seq. I, ASTM D892; 50/0, 50/0
2) 5 mm maximum height at 135°C b) Seq. II, ASTM D892; 50/0, 50/0
3) 15 sec maximum collapse time c) Seq. III, ASTM D892; 50/0, 50/0
at 135°C d) Seq. IV; ASTM D6082; 50/0, 150/0