ASTM D7320-18e1

Standard Test Method for Evaluation of Automotive Engine Oils in the Sequence IIIG, Spark-Ignition Engine

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate automotive engine oils for protection against oil thickening and engine wear during moderately high-speed, high-temperature service.  
5.2 The increase in oil viscosity obtained in this test indicates the tendency of an oil to thicken because of oxidation. In automotive service, such thickening can cause oil pump starvation and resultant catastrophic engine failures.  
5.3 The deposit ratings for an oil indicate the tendency for the formation of deposits throughout the engine, including those that can cause sticking of the piston rings in their grooves. This can be involved in the loss of compression pressures in the engine.  
5.4 The camshaft and lifter wear values obtained in this test provide a measure of the anti-wear quality of an oil under conditions of high unit pressure mechanical contact.  
5.5 The test method was developed to correlate with oils of known good and poor protection against oil thickening and engine wear. Specially formulated oils that produce less than desirable results with unleaded fuels were also used during the development of this test.  
5.6 The Sequence IIIG engine oil test has replaced the Sequence IIIF test and can be used in specifications and classifications of engine lubricating oils, such as the following:  
5.6.1 Specification D4485,  
5.6.2 Military Specification MIL-PRF-2104, and  
5.6.3 SAE Classification J183.
SCOPE
1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature performance characteristics, including oil thickening, varnish deposition, oil consumption, as well as engine wear. Such oils include both single viscosity grade and multiviscosity grade oils that are used in both spark-ignition, gasoline-fueled engines, as well as in diesel engines.  
1.1.1 Additionally, with nonmandatory supplemental requirements, a IIIGA Test (Mini Rotary Viscometer and Cold Cranking Simulator measurements), a IIIGVS Test (EOT viscosity increase measurement), or a IIIGB Test (phosphorous retention measurement) can be conducted. These supplemental test procedures are contained in Appendix X1, Appendix X2, and Appendix X3, respectively.
Note 1: Companion test methods used to evaluate engine oil performance for specification requirements are discussed in SAE J304.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, and tubing size.  
1.3 This test method is arranged as follows:    
Section  
Introduction  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
Laboratory  
6.1  
Drawings  
6.2  
Specified Equipment  
6.3  
Test Engine  
6.4  
Engine Parts  
6.4.1  
Engine Speed and Load Control  
6.5  
Fluid Conditioning Module  
6.6  
Engine Cooling System  
6.6.1  
Flushing Tank  
6.7  
Coolant Mixing Tank  
6.8  
Condenser Cooling Systems  
6.9  
Engine Oil-Cooling System  
6.10  
Fuel System  
6.11  
Induction Air Supply Humidity, Temperature, and Pressure  
6.12  
Temperature Measurement  
6.13  
Thermocouple Location  
6.13.1  
Air-to-Fuel Ratio Determination  
6.14  
Injector Flow Testing  
6.14.1  
Exhaust and Exhaust Back Pressure Systems  
6.15  
Blowby Flow Rate Measurement  
6.16  
Pressure Measurement and Pressure Sensor Location  
6.17  
Reagents and Materials  
7  
Test Fuel  
7.1  
Engine and Condenser Coolant  
7.2  
Coolant Additive  
7.3  
Coolant Preparation  
7.4  
Pre-Test Cleaning Materials  
7.5  
Sealing and Anti-seize Compounds  
7.6  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Condenser C...

General Information

• Status: Published
• Publication Date: 31-Mar-2018
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0.01 - Passenger Car Engine Oils

Relations

• Refers: ASTM D445-24 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Apr-2024
• Refers: ASTM D2699-24 - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Mar-2024
• Refers: ASTM D2700-24 - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Mar-2024
• Refers: ASTM D3231-24 - Standard Test Method for Phosphorus in Gasoline
• Effective Date: 01-Mar-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D7422-23 - Standard Test Method for Evaluation of Diesel Engine Oils in T-12 Exhaust Gas Recirculation Diesel Engine
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D2699-23b - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Nov-2023
• Refers: ASTM D2700-23b - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Nov-2023
• Refers: ASTM D2699-23a - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Oct-2023
• Refers: ASTM D2700-23a - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Oct-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D5293-20 - Standard Test Method for Apparent Viscosity of Engine Oils and Base Stocks Between –10 °C and –35 °C Using Cold-Cranking Simulator
• Effective Date: 01-Jun-2020

Overview

ASTM D7320-18e1 is a standardized test method developed by ASTM International to evaluate automotive engine oils in the Sequence IIIG, spark-ignition engine test. This method is essential for assessing high-temperature performance characteristics of engine oils, such as resistance to oil thickening, engine wear, varnish and deposit formation, and overall oil stability. The Sequence IIIG procedure is widely referenced in the automotive industry to ensure engine oils provide reliable protection and performance under moderately high-speed, high-temperature service conditions.

Key Topics

• Engine Oil Thickening: The test measures increases in oil viscosity, simulating oxidation effects that can cause oil to thicken, leading to issues like oil pump starvation and engine failure in real-world applications.
• Engine Wear Assessment: Camshaft and lifter wear measurements are obtained to evaluate the anti-wear properties of the oil in high-pressure environments.
• Deposit Rating: The tendency of an oil to form deposits, which can contribute to piston ring sticking and loss of compression, is a critical evaluation metric.
• Varnish and Oil Consumption: The test also observes oil consumption rates and varnish formation, both key indicators of oil performance.
• Supplemental Testing: Includes options for further evaluation via IIIGA (low-temperature viscosity), IIIGVS (end-of-test viscosity), or IIIGB (phosphorous retention).

Applications

The ASTM D7320-18e1 standard is used for:

• Quality Control in Oil Production: Essential for manufacturers formulating single- and multiviscosity grade oils for use in both gasoline and diesel engines.
• Specification and Certification: Supports compliance with established requirements such as ASTM D4485, Military Specification MIL-PRF-2104, and SAE J183 for engine lubricating oils.
• Research and Development: Guides the formulation of engine oils that must meet or exceed performance levels under high thermal stress and mechanical load.
• Automotive and Fleet Maintenance: Used by laboratories, OEMs, and third parties to confirm oil suitability for modern, high-performance engines.
• Industry Benchmarking: Provides a common framework for comparison against oils of known good or poor performance on oil thickening and wear.

Related Standards

When applying ASTM D7320-18e1, referencing related standards ensures a holistic evaluation of engine oils:

• ASTM D4485: Engine oil performance specification referencing the IIIG test.
• MIL-PRF-2104: Military performance requirements for lubricating oils.
• SAE J183 & J304: Industry-recognized classifications and test methods for engine oils.
• ASTM D6984: Predecessor Sequence IIIF test, now replaced by the IIIG.
• ASTM D4175: Terminology for petroleum products and lubricants.
• ASTM D445, D5293, D4684: Viscosity measurement methods relevant to engine oil evaluation.
• Other Related ASTM Standards: D3343, D4052, D5185, etc., for comprehensive analyses of oil chemistry and performance.

Practical Value

Implementing ASTM D7320-18e1 delivers significant benefits:

• Enhanced Engine Protection: Selecting oils passing this test reduces the risks of catastrophic engine failures and performance loss.
• Reliable Performance Data: Consistent procedures offer comparative data vital for OEM approvals and legal compliance.
• Global Trade and Acceptance: As an internationally recognized method, D7320 supports worldwide acceptance in regulatory and commercial contexts.
• Improved Product Development: OEMs and oil manufacturers use results to innovate and improve next-generation lubricants for modern engine designs.

By applying ASTM D7320-18e1, stakeholders across the automotive value chain ensure that engine oils meet critical demands for high-temperature stability, wear resistance, and operational reliability.

Standards Content (Sample)

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
´1
Designation: D7320 − 18
Standard Test Method for
Evaluation of Automotive Engine Oils in the Sequence IIIG,
Spark-Ignition Engine
This standard is issued under the fixed designation D7320; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
ε NOTE—Editorially updated TMC governance information in June 2022.
INTRODUCTION
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 – Annex A4).
TheTMC provides reference oils, and engineering and statistical services to laboratories that desire
to produce test results that are statistically similar to those produced by laboratories previously
calibrated by the TMC.
In general, the Test Purchaser decides if a calibrated test stand is to be used. Organizations such as
theAmerican Chemistry Council require that a laboratory utilize theTMC services as part of their test
registration process. In addition, the American Petroleum Institute and the Gear Lubricant Review
Committee of the Lubricant Review Institute (SAE International) require that a laboratory use the
TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
1. Scope* test procedures are contained in Appendix X1, Appendix X2,
and Appendix X3, respectively.
1.1 This test method covers an engine test procedure for
NOTE 1—Companion test methods used to evaluate engine oil perfor-
evaluating automotive engine oils for certain high-temperature
mance for specification requirements are discussed in SAE J304.
performance characteristics, including oil thickening, varnish
1.2 The values stated in SI units are to be regarded as
deposition, oil consumption, as well as engine wear. Such oils
standard. No other units of measurement are included in this
include both single viscosity grade and multiviscosity grade
standard.
oils that are used in both spark-ignition, gasoline-fueled
1.2.1 Exception—Where there is no direct SI equivalent
engines, as well as in diesel engines.
such as screw threads, national pipe threads/diameters, and
1.1.1 Additionally, with nonmandatory supplemental
tubing size.
requirements, a IIIGATest (Mini Rotary Viscometer and Cold
Cranking Simulator measurements), a IIIGVS Test (EOT
1.3 This test method is arranged as follows:
viscosity increase measurement), or a IIIGBTest (phosphorous
Section
retention measurement) can be conducted. These supplemental
Introduction
Scope 1
Referenced Documents 2
This test method is under the jurisdiction of ASTM Committee D02 on
Terminology 3
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Summary of Test Methods 4
Subcommittee D02.B0.01 on Passenger Car Engine Oils.
Significance and Use 5
Current edition approved April 1, 2018. Published April 2018. Originally Apparatus 6
approved in 2006. Last previous edition approved in 2017 as D7320 – 17a. DOI: Laboratory 6.1
Drawings 6.2
10.1520/D7320-18E01.
Specified Equipment 6.3
Until the next revision of this test method, the ASTM Test Monitoring Center
Test Engine 6.4
will update changes in the test method by means of information letters. Information
Engine Parts 6.4.1
letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
Engine Speed and Load Control 6.5
Drive, Freeport, PA 16229. Attention: Director. This edition incorporates revisions
Fluid Conditioning Module 6.6
in all information letters through No. 17-3.
*A Summary of Changes section appears at the end of this standard
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
´1
D7320 − 18
Section Section
Engine Cooling System 6.6.1 Lifting of Assembled Engines 9.44
Flushing Tank 6.7 Mounting the Engine on the Test Stand 9.45
Coolant Mixing Tank 6.8 External Cooling System Cleaning 9.46
Condenser Cooling Systems 6.9 Engine Coolant Jacket Cleaning (Flushing) 9.47
Engine Oil-Cooling System 6.10 Coolant Charging 9.48
Fuel System 6.11 Test Oil Charging 9.49
Induction Air Supply Humidity, Temperature, and Pressure 6.12 Engine Oil Pump Priming 9.50
Temperature Measurement 6.13 Calibration 10
Thermocouple Location 6.13.1 Laboratory and Engine Test Stand Calibration 10.1
Air-to-Fuel Ratio Determination 6.14 Testing of Reference Oils 10.2
Injector Flow Testing 6.14.1 Reference Oil Test Frequency 10.3
Exhaust and Exhaust Back Pressure Systems 6.15 Evaluation of Reference Oil Test Results 10.4
Blowby Flow Rate Measurement 6.16 Status of Non-Reference Oil Tests Relative to Reference 10.5
Pressure Measurement and Pressure Sensor Location 6.17 Oil Test
Reagents and Materials 7 Status of Test Stands Used for Non-Standard Tests 10.6
Test Fuel 7.1 Data Acquisition and Control 10.7
Engine and Condenser Coolant 7.2 Sample Rate 10.7.1
Coolant Additive 7.3 Measurement Accuracy 10.7.2
Coolant Preparation 7.4 Temperature 10.7.3
Pressure 10.7.4
Pre-Test Cleaning Materials 7.5
Sealing and Anti-seize Compounds 7.6 Flow 10.7.5
Test Oil Sample Requirements 8 Speed 10.7.6
Preparation of Apparatus 9 Load 10.7.7
Condenser Cleaning 9.1 Measurement Resolution 10.7.8
Intake Manifold Cleaning 9.2 System Time Response 10.7.9
Cleaning of Engine Parts (other than the block and heads) 9.3 Quality Index 10.7.10
Connecting Rod Cleaning 9.4 Engine Operating Procedure 11
Engine Block Cleaning 9.5 Dipstick and Hole Plug 11.1
Cylinder Head Cleaning 9.6 Dipstick Hole O-ring 11.2
Engine Build-up Procedure 9.7 Engine Start-up and Shutdown Procedures 11.3
General Information 9.7.1 Start-up 11.4
Special Parts 9.7.2 Scheduled Shutdown 11.5
Hardware Information 9.7.3 Non-Scheduled Shutdowns 11.6
Fastener Torque Specifications and Torquing Procedures 9.7.4 Oil Sampling 11.7
Main Bearing Cap Bolts 9.7.4.1 Oil Leveling 11.8
Air-to-Fuel-Ratio Measurement and Control 11.9
Cylinder Head Bolts 9.7.4.2
Torques for Miscellaneous Bolts, Studs, and Nuts 9.7.4.3 Air-to-Fuel Ratio Verification 11.10
Parts Replacement 9.8 Blowby Flow Rate Measurement 11.11
Engine Block Preparation 9.9 NOx Determinations 11.12
Piston Fitting and Numbering 9.10 Data Recording 11.13
Piston Ring Fitting 9.10.1 Initial run (10 min) 11.14
Pre-Test Camshaft and Lifter Measurements 9.11 Engine Oil Quality Testing (100 h) 11.15
Camshaft Bearing Installation 9.12 Test Termination 11.16
Camshaft Installation 9.13 Determination of Test Results 12
Engine Disassembly 12.2
Main Bearings 9.14
Crankshaft Installation 9.14.1 Preparation of Parts for Rating of Sticking, Deposits, 12.3
Main Bearing Cap Installation 9.14.2 and Plugging
Crankshaft Sprocket 9.15 Piston Deposit Rating 12.4
Camshaft Sprocket, and Timing Chain 9.16 Post-Test Camshaft and Lifter Wear Measurements 12.5
Crankshaft End Play 9.17 Viscosity Test 12.6
Piston Pin Installation 9.18 Testing Oil Samples for Wear Metals 12.7
Piston Installation 9.18.1 Blowby Flow Rate Measurements 12.8
Harmonic Balancer 9.19 Oil Consumption Computation 12.9
Photographs of Test Parts 12.10
Connecting Rod Bearings 9.20
Engine Front Cover 9.21 Retention of Representative Test Parts 12.11
Coolant Inlet Adapter 9.22 Severity Adjustments 12.12
Oil Dipstick Hole 9.23 Determination of Operational Validity 12.13
Oil Pan 9.24 Report 13
Cylinder Head Assembly 9.25 Report Forms 13.1
Adjustment of Valve Spring Loads 9.26 Precision of Reported Units 13.4
Precision and Bias 14
Cylinder Head Installation 9.27
Hydraulic Valve Lifters 9.28 Keywords 15
ASTM Test Monitoring Center: Organization Annex A1
Pushrods 9.29
Valve Train Loading 9.30 ASTM Test Monitoring Center: Calibration Procedures Annex A2
Intake Manifold 9.31 ASTM Test Monitoring Center: Maintenance Activities Annex A3
Rocker Covers 9.32 ASTM Test Monitoring Center: Related Information Annex A4
Water Inlet Adapter 9.33 Sequence IIIG Test Parts Replacement Guidelines Annex A5
Condenser 9.34 Sequence IIIG Determination Volume of Engine Oil in Pan Annex A6
Coolant Outlet Adapter 9.35 Sequence IIIG Test Fuel Analysis Annex A7
Sequence IIIG Test Report Forms and Data Dictionary Annex A8
External Oil Cooling System 9.36
Oil Sample Valve 9.37 Sequence IIIG Test Air-to-Fuel Ratio Control Flow Chart Annex A9
Ignition System 9.38 Sequence IIIG Test Set Points and Control States Annex A10
Throttle Body 9.39 Sequence IIIG Quality Index Upper and Lower Values Annex A11
Accessory Drive Units 9.40 Sequence IIIG Engine Oil Level Worksheet Annex A12
Exhaust Manifolds, Water-Cooled 9.41 Blowby Flow Rate Determination Annex A13
Engine Flywheel 9.42 Safety Hazards Annex A14
Sequence IIIG Blueprint Listing Annex A15
Pressure Checking of Engine Coolant System 9.43
´1
D7320 − 18
D3343 Test Method for Estimation of Hydrogen Content of
Section
Fluid Condition Module Components Annex A16
Aviation Fuels
Engine Build Worksheets Annex A17
D4052 Test Method for Density, Relative Density, and API
Engine Oil Cooling System Schematic Annex A18
Gravity of Liquids by Digital Density Meter
Guidelines For Hardware Subject To First-In/First-Out Criteria Annex A19
Sequence IIIGA Test Procedure Appendix X1
D4175 Terminology Relating to Petroleum Products, Liquid
Sequence IIIGVIS Test Procedure Appendix X2
Fuels, and Lubricants
Sequence IIIGB Test Procedure Appendix X3
D4485 Specification for Performance of Active API Service
1.4 This standard does not purport to address all of the
Category Engine Oils
safety concerns, if any, associated with its use. It is the
D4684 Test Method for Determination of Yield Stress and
responsibility of the user of this standard to establish appro-
Apparent Viscosity of Engine Oils at Low Temperature
priate safety, health, and environmental practices and deter-
D4815 Test Method for Determination of MTBE, ETBE,
mine the applicability of regulatory limitations prior to use.
TAME, DIPE, tertiary-Amyl Alcohol and C to C Alco-
1 4
Specific warning statements are provided in 6.14.1.1 and 7.1.
hols in Gasoline by Gas Chromatography
1.5 This international standard was developed in accor-
D5185 Test Method for Multielement Determination of
dance with internationally recognized principles on standard-
Used and Unused Lubricating Oils and Base Oils by
ization established in the Decision on Principles for the
Inductively Coupled Plasma Atomic Emission Spectrom-
Development of International Standards, Guides and Recom-
etry (ICP-AES)
mendations issued by the World Trade Organization Technical
D5191 Test Method for Vapor Pressure of Petroleum Prod-
Barriers to Trade (TBT) Committee.
ucts and Liquid Fuels (Mini Method)
D5293 Test Method for Apparent Viscosity of Engine Oils
2. Referenced Documents
and Base Stocks Between –10 °C and –35 °C Using
2.1 ASTM Standards:
Cold-Cranking Simulator
D86 Test Method for Distillation of Petroleum Products and
D5452 Test Method for Particulate Contamination in Avia-
Liquid Fuels at Atmospheric Pressure
tion Fuels by Laboratory Filtration
D130 Test Method for Corrosiveness to Copper from Petro-
D5453 Test Method for Determination of Total Sulfur in
leum Products by Copper Strip Test
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
D235 Specification for Mineral Spirits (Petroleum Spirits)
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
(Hydrocarbon Dry Cleaning Solvent)
D5862 Test Method for Evaluation of Engine Oils in Two-
D240 Test Method for Heat of Combustion of Liquid Hy-
Stroke Cycle Turbo-Supercharged 6V92TADiesel Engine
drocarbon Fuels by Bomb Calorimeter
(Withdrawn 2009)
D323 TestMethodforVaporPressureofPetroleumProducts
D6593 Test Method for Evaluation of Automotive Engine
(Reid Method)
Oils for Inhibition of Deposit Formation in a Spark-
D381 Test Method for Gum Content in Fuels by Jet Evapo-
Ignition Internal Combustion Engine Fueled with Gaso-
ration
line and Operated Under Low-Temperature, Light-Duty
D445 Test Method for Kinematic Viscosity of Transparent
Conditions
and Opaque Liquids (and Calculation of Dynamic Viscos-
D6750 Test Methods for Evaluation of Engine Oils in a
ity)
High-Speed, Single-Cylinder Diesel Engine—1K Proce-
D525 Test Method for Oxidation Stability of Gasoline (In-
dure (0.4 % Fuel Sulfur) and 1N Procedure (0.04 % Fuel
duction Period Method)
Sulfur)
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
D6984 Test Method for Evaluation of Automotive Engine
leum Products by Fluorescent Indicator Adsorption
Oils in the Sequence IIIF, Spark-Ignition Engine
D2699 Test Method for Research Octane Number of Spark-
D7422 Test Method for Evaluation of Diesel Engine Oils in
Ignition Engine Fuel
T-12 Exhaust Gas Recirculation Diesel Engine
D2700 Test Method for Motor Octane Number of Spark-
E29 Practice for Using Significant Digits in Test Data to
Ignition Engine Fuel
Determine Conformance with Specifications
D3231 Test Method for Phosphorus in Gasoline
E191 Specification forApparatus For Microdetermination of
D3237 TestMethodforLeadinGasolinebyAtomicAbsorp-
Carbon and Hydrogen in Organic and Organo-Metallic
tion Spectroscopy
Compounds
D3244 Practice for Utilization of Test Data to Determine
E608/E608M Specification for Mineral-Insulated, Metal-
Conformance with Specifications
Sheathed Base Metal Thermocouples
D3338 Test Method for Estimation of Net Heat of Combus-
E1119 Specification for Industrial Grade Ethylene Glycol
tion of Aviation Fuels
IEEE/ASTM SI 10 Standard for Use of the International
System of Units (SI): The Modern Metric System
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on The last approved version of this historical standard is referenced on
the ASTM website. www.astm.org.
´1
D7320 − 18
2.2 Military Specification: 3.1.7 corrosion, n—the chemical or electrochemical reac-
MIL-PRF-2104, Lubricating Oil, Internal Combustion tion between a material, usually a metal surface, and its
Engine, Tactical Service environment that can produce a deterioration of the material
and its properties. D4175
2.3 SAE Standards:
J183, Engine Oil Performance and Engine Service Classifi-
3.1.8 debris, n—in internal combustion engines, solid con-
cation (Other Than “Energy-Conserving”)
taminant materials unintentionally introduced into the engine
J300, Engine Oil Viscosity Classification *HS-23/00 or resulting from wear. D5862
J304, Engine Oil Tests
3.1.9 engine oil, n—a liquid that reduces friction or wear, or
2.4 Other ASTM Documents:
both, between the moving parts within an engine; removes
Guidelines for Calibration
heat, particularly from the underside of pistons; and serves as
The Lubricant Test Monitoring System, Sequence IIIG Test
a combustion gas sealant for piston rings.
Control Chart Technique for Developing and Applying
3.1.9.1 Discussion—It may contain additives to enhance
Severity Adjustments (SA)
certain properties. Inhibition of engine rusting, deposit
ASTM Deposit Rating Manual 20 (Formerly CRC Manual
formation, valve train wear, oil oxidation, and foaming are
20)
examples. D6750
3.1.10 EWMA, n—abbreviation for exponentially-weighted
3. Terminology
moving average.
3.1 Definitions:
3.1.11 free piston ring, n—in internal combustion engines,a
3.1.1 blowby, n—in internal combustion engines, that por-
piston ring that will fall in its groove under the force of its own
tion of the combustion products and unburned air/fuel mixture
weight when the piston with the ring in a horizontal plane, is
that leaks past piston rings into the engine crankcase during
turned 90° (putting the ring in a vertical plane). D4175
operation.
3.1.11.1 Discussion—In determination of this condition, the
3.1.2 BTDC (before top dead center), n—used with the
ring may be touched slightly to overcome static friction.
degreesymboltoindicatetheangularpositionofthecrankshaft
3.1.12 hot-stuck piston ring, n—in internal combustion
relative to its position at the point of uppermost travel of the
engines, a piston ring that is stuck when the piston and ring are
piston in the cylinder. D4175
at room temperature, and inspection shows that it was stuck
3.1.3 calibrate, v—todeterminetheindicationoroutputofa
during engine operation.
device (for example, thermometer, manometer, engine) with
3.1.12.1 Discussion—The portion of the ring that is stuck
respect to that of a standard.
cannot be moved with moderate finger pressure. A hot-stuck
3.1.4 clogging, n—the restriction of a flow path due to the
ringischaracterizedbyvarnishorcarbonacrossaportionofits
accumulation of material along the flow path boundaries.
face, indicating that portion of the ring was not contacting the
D4175
cylinder wall during engine operation. D4175
3.1.5 cold-stuck piston ring, n—in internal combustion
3.1.13 Lubricant Test Monitoring System (LTMS), n—an
engines, a piston ring that is stuck when the piston and ring are
analytical system in whichASTM calibration test data are used
at room temperature, but inspection shows that it was free
to manage lubricant test precision and severity (bias).
during engine operation.
3.1.14 LTMS date, n—the date the test was completed
3.1.5.1 Discussion—A cold-stuck piston ring cannot be
unless a different date is assigned by the TMC.
moved with moderate finger pressure. It is characterized by a
polished face over its entire circumference, indicating essen-
3.1.15 LTMS time, n—the time the test was completed
tially no blowby passed over the outside of the ring during
unless a different time is assigned by the TMC.
operation. D6593
3.1.16 lubricant, n—any material interposed between two
3.1.6 correction factor, n—a mathematical adjustment to a
surfaces that reduces the friction or wear, or both, between
test result to compensate for industry wide shifts in severity.
them. D4175
3.1.17 lubricating oil, n—a liquid lubricant, usually com-
prising several ingredients, including a major portion of base
Hardcopy available from Document Automation and Production Service,
oil and minor portions of various additives. D4175
Building 4/D, 700 Robbins Avenue, Philadelphia, PA 19111-5094. Also, can be
downloaded from internet address: http://assist2.daps.dla.mil/quicksearch/.
3.1.18 Material Safety Data Sheet, (MSDS), n—a fact sheet
Available from Society of Automotive Engineers, 400 Commonwealth Dr.,
summarizing information about material identification; hazard-
Warrendale, PA 15096-0001. These standards are not available separately. Order
ous ingredients; health, physical, and fire hazards; first aid;
either SAE Handbook, Vol. 3, or SAE Fuels and Lubricants Standards Manual,
HS-23.
chemical reactivities and incompatibilities; spill, leak, and
Guidelines for Calibration can be found in the Lubricant Test Monitoring
disposal procedures; and protective measures required for safe
System, available from the Test Monitoring Center, http://www.astmtmc.org.
8 handling and storage. http://www.msdssearch.com
Sequence IIIG Test Control Chart Technique For Developing And Applying
Severity Adjustments (SA), available at internet address:
3.1.19 non-compounded engine oil, n—a lubricating oil
https://www.astmtmc.org/ftp/docs/ltms/ltms.pdf
having a viscosity within the range of viscosities of oils
For STOCK#TMCMNL20, visit theASTM website, www.astm.org, or contact
ASTM Customer Service at [e-mail]. normally used in engines, and that may contain anti-foam
´1
D7320 − 18
agents or pour depressants, or both, but not other additives. 3.2.2 calibrated test stand, n—a test stand on which Se-
D4175 quence IIIG engine oil tests are conducted within the LTMS as
administered by the TMC. (See 10.1.)
3.1.20 non-reference oil, n—any oil, other than a reference
3.2.3 central parts distributor (CPD), n—the manufacturer
oil; such as a research formulation, commercial oil, or candi-
and supplier of many of the parts and fixtures used in this test
date oil. D4175
method.
3.1.21 oxidation, n—of engine oil, the reaction of the oil
3.2.3.1 Discussion—Because of the need for rigorous in-
with an electron acceptor, generally oxygen, that can produce
spection and control of many of the parts used in this test
deleterious acidic or resinous materials often manifested as
method, and because of the need for careful manufacture of
sludge formation, varnish formation, viscosity increase, or
special parts and fixtures used, companies having the capabili-
corrosion, or a combination thereof.
ties to provide the needed services have been selected as the
3.1.22 quality index (QI), n—a mathematical formula that
official suppliers for the Sequence IIIG test method. These
uses data from controlled parameters to calculate a value
companies work closely with the original parts suppliers, with
indicative of control performance.
the Test Procedure Developer, and with the ASTM groups
associated with the test method to help ensure that the
3.1.23 reference oil, n—an oil of known performance
equipment and materials used in the method function satisfac-
characteristics, used as a basis for comparison.
torily.
3.1.23.1 Discussion—Reference oils are used to calibrate
3.2.4 special test parts (STP), n—parts that do not meet all
testing facilities, to compare the performance of other oils, or
the definitions of critical parts, non-production parts, or SPO
to evaluate other materials (such as seals) that interact with
parts, but shall be obtained only from the specified distributor.
oils. D4175
3.2.5 critical parts (CP), n—those components used in the
3.1.24 rust (coatings), n—of iron or its alloys, a corrosion
test, which are known to affect test severity.
product consisting of hydrated iron oxides, usually reddish in
3.2.5.1 Discussion—Criticalpartsshallbeobtainedfromthe
color, but can also be brown-to-black.
Central Parts Distributor or Special Parts Supplier, who will
3.1.25 SA, n—abbreviation for severity adjustment.
identify them with either a serial number or a batch/ lot control
number.
3.1.26 scoring, n—in tribology, a severe form of wear
characterized by the formation of extensive grooves and
3.2.6 EOT time (end of test time), n—twenty minutes after
scratches in the direction of sliding. D4175
the engine reaches 100 test h of operation, which allows 120 s
for ramp-down/idle, a 15 min wait for oil to drain into the
3.1.27 scuffıng, n—in lubrication, damage caused by instan-
sump, and allows the operator 3.0 min to measure oil level.
taneous localized welding between surfaces in relative motion
that does not result in immobilization of the parts. D6593
3.2.7 non-production parts (NP), n—components used in
the test, which are available only through the Central Parts
3.1.28 test oil, n—any oil subjected to evaluation in an
Distributor, Special Parts Supplier, or the Test Procedure
established procedure.
Developer.
3.1.28.1 Discussion—It can be any oil selected by the
3.2.8 participating laboratory, n—a laboratory equipped to
laboratory conducting the test. It could be an experimental
conductSequenceIIIGtests,whichconductsreferenceoiltests
product or a commercially available oil. Often, it is an oil that
in cooperation with the TMC, in order to have calibrated test
is a candidate for approval against engine oil specifications
stands available for non-reference oil testing.
(such as manufacturers’ or military specifications, etc.).
3.2.9 pinched piston ring, n—an installed piston ring which
3.1.29 test procedure, n—one where test parameters,
will not move in its groove under moderate finger pressure, but
apparatus, apparatus preparation, and measurements are prin-
which has a polished face over its entire circumference
cipal items specified.
indicating that it was free during engine operation; the ring
3.1.30 used oil, n—any oil that has been in a piece of
may be restricted over varying degrees of its circumference.
equipment (for example, an engine, gearbox, transformer, or
3.2.10 reference oil test, n—a standard Sequence IIIG en-
turbine), whether operated or not. D4175
gine oil test of a reference oil designated by the TMC.
3.1.31 varnish, n—in internal combustion engines, a hard,
3.2.11 service parts operations parts (SPO), n—these test
dry,generallylustrous,depositthatcanberemovedbysolvents
components are obtained from Service Parts Operations a
but not by wiping with a cloth. D4175
division of General Motors Corporation.
3.1.32 wear, n—the loss of material from a surface, gener-
3.2.12 sluggish piston ring, n—an installed piston ring
ally occurring between two surfaces in relative motion, and
which it offers resistance to movement in its groove, but it can
resulting from mechanical or chemical action or a combination
be pressed into or out of the groove under moderate finger
of both. D7422
pressure; when so moved, it does not spring back (one that is
neither free nor stuck).
3.2 Definitions of Terms Specific to This Standard:
3.2.1 build-up oil, n—EF-411, non-compounded, ISO VG 3.2.13 special parts supplier, (SPS), n—the manufacturer
32 (SAE 10) oil used in lubricating some of the Sequence IIIG and supplier of many of the parts and fixtures used in this test
parts during engine assembly. method.
´1
D7320 − 18
3.2.14 special test parts, n—parts that do not meet all the change in viscosity of the five latter samples is determined
definitions of critical parts, non-production parts, or SPO parts, relative to the viscosity of the first used oil sample (10 min
but shall be obtained from the Special Parts Supplier. initial run-in).
3.2.15 standard test, (valid test), n—an operationally valid,
4.8 At the conclusion of the test, the engine is disassembled
full-length Sequence IIIG test conducted on a calibrated test
and the parts are visually rated to determine the extent of
stand in accordance with the conditions listed in this standard.
deposits formed. In addition, wear measurements are obtained.
3.2.16 stuck piston ring, n—one that is either partially or
5. Significance and Use
completely bound in its groove and cannot be readily moved
5.1 This test method was developed to evaluate automotive
with moderate finger pressure.
engine oils for protection against oil thickening and engine
3.2.17 test procedure developer, n—the group or agency
wear during moderately high-speed, high-temperature service.
which developed the Sequence IIIG test procedure before its
5.2 The increase in oil viscosity obtained in this test
standardization byASTM, and which continues to be involved
indicatesthetendencyofanoiltothickenbecauseofoxidation.
with the test in respect to modifications in the test method,
In automotive service, such thickening can cause oil pump
developmentofInformationLetters,supplyoftestparts,andso
starvation and resultant catastrophic engine failures.
forth.
3.2.17.1 Discussion—In the case of the Sequence IIIG test,
5.3 The deposit ratings for an oil indicate the tendency for
the Test Procedure Developer is General Motors Research and
the formation of deposits throughout the engine, including
Development Center.
those that can cause sticking of the piston rings in their
grooves. This can be involved in the loss of compression
3.2.18 test full mark, n—the oil level established after the
pressures in the engine.
10-min initial run-in.
3.2.19 test stand, n—a suitable foundation (such as a bed- 5.4 The camshaft and lifter wear values obtained in this test
plate) to which is mounted a dynamometer, and which is provide a measure of the anti-wear quality of an oil under
conditions of high unit pressure mechanical contact.
equippedwithasuitabledataacquisitionsystem,fluidsprocess
control system, supplies of electricity, compressed air, and so
5.5 The test method was developed to correlate with oils of
forth,toprovideameansformountingandoperatinganengine
known good and poor protection against oil thickening and
in order to conduct a Sequence IIIG engine oil test.
engine wear. Specially formulated oils that produce less than
3.2.20 test start, n—introduction of test oil into the engine desirable results with unleaded fuels were also used during the
after the final assembly and mounting in the test stand.
development of this test.
3.2.21 test start time, n—the time that test oil was intro-
5.6 The Sequence IIIG engine oil test has replaced the
duced into the engine on the test stand.
Sequence IIIF test and can be used in specifications and
classifications of engine lubricating oils, such as the following:
4. Summary of Test Method
5.6.1 Specification D4485,
4.1 A 3800 series II V-6 test engine block with a displace-
5.6.2 Military Specification MIL-PRF-2104, and
ment of 3.8 L is solvent-cleaned, measured, and rebuilt; using
5.6.3 SAE Classification J183.
new parts installed as specified in this test method.
6. Apparatus
4.2 The engine is installed on a test stand equipped with an
6.1 Laboratory—Observe the following laboratory condi-
appropriate data acquisition system, the required fluids process
tions to ensure good control of test operations, and good
control system, and all necessary accessories for controlling
repeatability:
speed, torque, and various other operating parameters.
6.1.1 Maintaintheambientlaboratoryatmosphererelatively
4.3 The engine is charged with the test oil.
free of dirt, dust, and other contaminants.
4.4 The engine is operated for an initial run-in period of 6.1.2 Control the temperature of the room in which parts
10 min to check all test stand operating systems and to
measurements are made so that the temperature for after-test
establish a zero hour oil level reading and initial oil viscosity measurements is within a range of 63 °C relative to the
sample. temperature for the before-test measurements. If difficulties
with parts fits are encountered, consider the effects of tempera-
4.5 Following the run-in and oil leveling period of 10 min,
ture coefficient of expansion. See 6.2.
the engine is ramped up to test conditions over a 15 min period
6.1.3 Filter the air in the engine build-up area, and control
thenoperatedundernon-cyclic,moderatelyhighspeed,torque,
its temperature and humidity to prevent accumulation of dirt or
and temperature conditions for 100 h, in 20 h segments.
rust on engine parts.
4.6 The initial oil level in the oil pan is determined after the
6.1.4 If an engine is assembled in an area of controlled
10 min initial run-in, and subsequent oil level calculations are
environment and moved to a non-controlled area, provide
determined during the oil leveling period at the end of each
suitable protection of the engine so that moist air cannot enter
20 h segment.
the engine and promote rusting before the test.
4.7 Usedoilsamplesaretakenafterthe10mininitialrun-in 6.1.5 Do not permit air from fans or ventilation systems to
and after each 20 h test segment; kinematic viscosity at 40 °C blow directly on an engine mounted on a test stand during test
is determined for each of the seven samples; the percentage operation.
´1
D7320 − 18
6.2 Drawings—Obtain the equipment drawings referenced coolant,exhaustmanifoldcoolant,andthetestfuelsupply.The
in Annex A15 of this test method from the TMC. Because the system incorporates the following features: pumps, flow
drawings may not be to scale or may not contain dimensions, meters, flow control and three-way control valves, external
when using them to fabricate special parts, do not use a heating and cooling systems, pressure regulator and low-point
dimensionless drawing as a pattern. Drawings supplied with drains. The system integrates with the test stand data acquisi-
dimensions are considered to be correct when the temperature tion and control computer for process control. If a test
of the equipment is 22 °C 6 3 °C, unless otherwise specified. laboratory wishes to build its own fluid conditioning module, a
list of suitable equipment can be found in Annex A16.
6.3 Specified Equipment—Use the equipment specified in
6.6.1 Engine Cooling System—The Fluid Conditioning
the procedure whenever possible. Substitution of equivalent
Module system supplies non-pressurized coolant at a flow rate
equipment is allowed, but only after equivalency has been
of 160 L/min and controls temperature at 115 °C at the engine
proven to the satisfaction of the TMC, the Test Procedure
coolant outlet. The system incorporates the following features:
Developer, and the ASTM Sequence IIIG Surveillance Panel.
pump, vortex-type flow meter, flow control and three-way
6.3.1 Do not use heat lamps or fans directed at the engine,
control valves, external heating and cooling systems, and
and do not use insulation on the engine, for oil or coolant
low-point drains.
temperature control.
6.6.1.1 The system integrates with the test stand data
6.3.1.1 Discussion—For operator safety and the protection
acquisition and control computer for process control and
of test components, the use of shielding and insulation on the
maintains the specified engine coolant temperature and flow.
exhaustsystemmaybeincorporateddownstreamoftheoxygen
6.6.1.2 Strainers may be installed in the system to prevent
sensor elbow.
introduction of casting sand and other debris into the stand
6.4 Test Engine—The test engine is based on a 1996-97 L36
instrumentation. A Miller-Leaman, part number MLS03
3800 series II V-6 engine with a displacement of 3.8 L, a
13,12
Thompson Strainer, 50-mesh strainer has been found to be
compression ratio of 9.0:1, equipped with a production fuel
suitable.
injection system, a retrofit flat-tappet valvetrain, and a special
6.6.1.3 The system should be flushed with clean water at
Powertrain Control Module (PCM) for test specific dynamom-
least once each reference period.
eter operation. Rebuild the engine as specified in this test
6.7 Flushing Tank—Use a flushing tank such as that shown
method.
in drawings RX-116924-C, RX-117230-E, and RX-117231-C
NOTE 2—Complete test engines are not available for purchase. Test
to circulate the cleaning agents. Use plumbing materials that
engines can be rebuilt using parts and test kits. See Sequence IIIG Engine
are impervious to the acidic cleaning agents (stainless steel is
Assembly Manual. See Annex A5 and Annex A15 for listings of parts
and related equipment. satisfactory).
6.4.1 Engine Parts—Use the engine parts specified in the
6.8 Coolant Mixing Tank—Use a mixing tank such as that
Sequence IIIG Engine Assembly Manual.
shown in drawing RX-117350-D to premix the engine coolant.
6.4.1.1 Use all engine parts as received from the supplier,
6.9 Condenser Cooling System—This system, contained in
Central Parts Distributor, Special Parts Supplier, or original
the Fluid Conditioning Module, supplies non-pressurized cool-
equipment manufacturer, unless modifications are specified in
ant at a flow rate of 10 L⁄min 6 2 L⁄min and temperature
this test method or the Sequence IIIG Engine Assembly
controlled at 40 °C (see Annex A11) at the condenser outlet.
Manual.
Thesystemincorporatesthefollowingfeatures:condenserheat
6.4.1.2 Do not divert any parts obtained for use in Sequence
14,12
exchanger, BX-212-1 or OHT3F-075-1: condenser adapter
IIIG testing to other applications.
fitting, pump, magnetic-type flow meter, flow control and
6.4.1.3 Before disposing of any Sequence IIIG engine parts,
three-waycontrolvalves,externalheatingandcoolingsystems,
destroyorotherwiserenderthemuselessforautomotiveengine
and low-point drains. The system integrates with the test stand
applications.
data acquisition and control computer for process control and
6.4.1.4 Use the components listed in Annex A19 on a
maintains the specified coolant temperature and flow.
first-in/first-out basis. Specific guidelines are also listed in
6.10 Engine Oil-Cooling System—Thesystemconsistsofan
Annex A19.
oil filter adapter, engine-mounted oil cooler, and gaskets as
6.5 Engine Speed and Torque Control—Use dynamometer
specified in the EngineAssembly Manual, Section 8 Sheet 3 &
speed and torque control systems that are capable of control-
3a and a shell-and-tube heat exchanger. The engine oil-cooling
ling the speed and torque as specified in Section 11 of this
system uses engine coolant pumped from the Fluid Condition-
procedure under Data Acquisition and Control.
ing Module through a three-way control valve to the oil cooler
11,12
6.6 Fluid Conditioning Module —To control the follow-
ing parameters: engine coolant, condenser coolant, oil cooler
If you are aware of alternative suppliers, please provide this information to
Sequence IIIG Engine Assembly Manual is available at internet address: ASTM International Headquarters. Your comments will receive careful consider-
https://www.astmtmc.org/ftp/docs/gas/sequenceiii/procedure_and_ils/IIIG/ ation at a meeting of the responsible technical committee, which you may attend.
Sequence%20IIIG%20Engine%20Assembly%20Manual%20Revision%2019% Thesolesourceofsupplyoftheapparatusknowntothecommitteeatthistime
20August%202017.pdf is Miller–Leaman, 800 Orange Avenue, Daytona Beach, FL 32114.
11 14
Thesolesourceofsupplyoftheapparatusknowntothecommitteeatthistime Thesolesourceofsupplyoftheapparatusknowntothecommitteeatthistime
is Kundinger Controls, 1771 Harmon Road, Auburn Hills, MI 48326. is OH Technologies Inc. P.O. Box 5039, Mentor, OH 44061-5039.
´1
D7320 − 18
circuit which contains a heat exchanger prior to the engine- 6.13.1.1 Oil Filter Adapter—Install the thermocouple in the
mountedoilcooler.Tomaintainthespecifiedoiltemperatureof tapped hole in the oil filter adapter as shown in the Sequence
150 °C at the oil filter adapter, the three-way control valve IIIG Engine Assembly Manual, Section 8 Sheet 3.
varies the coolant flow as necessary through the oil cooler 6.13.1.2 Oil Pan (Sump)—Installthethermocoupleintheoil
circuit. The heat exchanger in the oil cooler coolant circuit is a
sump drain plug OHT3F-063-1 with the tip extending 19 mm
tube-and-shell style and uses process water as the cooling to 25 mm beyond the end of the sump drain plug.
media (see Fig. A18.1). When testing high-oxidation sensitive
6.13.1.3 Engine Coolant In—Install the thermocouple in the
oils,theoilcoolingsystemmaygointoabypassmode,causing coolant inlet adapter OHT3F-031-1 with the sensing tip cen-
theengine-mountedoilcoolertobebypassed.Inthiscondition,
tered in the coolant flow.
the TMC may allow engineering judgment for the oil tempera-
6.13.1.4 Engine Coolant Out—Install the thermocouple for
ture Quality Index on reference oil tests.
the coolant outlet OHT3F-034-1 with the sensing tip centered
6.10.1 Replace the oil cooler after every test.
in the coolant flow.
6.10.2 Do not use cuprous lines or fittings in the oil system.
6.13.1.5 Condenser Coolant Out—Locate the thermocouple
6.10.3 Do not use magnetic plugs in the oil system.
in the coolant out fitting in the condenser with the sensing tip
6.10.4 Use suitable hose and fittings when plumbing the
centered in the coolant flow.
oil-cooling system.
6.13.1.6 Blowby Gas—Install the thermocouple at the outlet
6.10.5 The oil cooler or oil filter, or both, can be replaced
of the condenser with the sensing tip centered in the blowby
onceeachtestif (a)theoilfilterpressuredifferentialduringtest
gas flow.
operations is greater than 100 kPa, if (b) bypass operation is
6.13.1.7 Fuel—Install the thermocouple in the fuel rail
detected, or if (c) the oil pressure delta slowly climbs as test
fittings on the inlet side of the fuel rail.
hours are accumulated and decreases by more than 10 kPa in
6.13.1.8 Inlet Air—Install the thermocouple in the inlet air
lessthan1min.Ifthereal-timeoildeltapressurevalueexceeds
adapter, as shown in the Sequence IIIG Engine Assembly
the average of the test’s first hour delta pressure by 10 kPa, the
Manual, Section 8 Sheet 4.
oil filter can be replaced.
6.14 Air-to-Fuel Ratio Determination—Determine the en-
6.10.5.1 The oil cooler and oil filter can be replaced at the
gine air-to-fuel ratio (AFR) by measuring the CO, CO , and O
2 2
same time only once each test.
components of the exhaust gas sample with electronic exhaust
6.10.5.2 If the oil filter is replaced during the test, place a
gas analysis equipment. When using electronic exhaust gas
pan underneath it to catch any oil lost from the system or filter,
analyzers, take particular care to dry the exhaust gas sample
or both. Invert the oil filter and allow the filter to drain any oil
prior to introducing it into the analyzer. Take the exhaust gas
contained in the old oil filter. Allow the filter to drain for a
samplesfromtheexhaustmanifoldexitflanges.SeeAnnexA9.
minimum of 15 min. Add the captured oil to the new oil filter
(See Sequence IIIG EngineAssembly Manual, Section 8 Sheet
before installing it on the test engine.
1.)
6.10.5.3 Do not add new test oil to the engine as a result of
6.14.1 Injector Flow Testing—Flow test the fuel injectors
oilfilteroroilcoolerreplacement.Considerasoilconsumption
before each test according to the following procedure:
any oil lost as a result of oil filter or oil cooler replacement.
6.14.1.1 Use aliphatic naphtha (Warning—Flammable.
6.10.5.4 If the oil cooler or oil filter, or both are replaced
Health hazard.) as the calibration fluid.
during a test, place a note in the test report detailing what
6.14.1.2 Apply 276 kPa to the fuel rail.
components were replaced and when they were replaced.
6.14.1.3 Apply 13 V to the injector solenoid continuously.
6.11 Fuel System—The Fluid Conditioning Module system
6.14.1.4 Allow the injector to spray into a graduated cylin-
contains a pressurized, recirculation fuel system, including a
der capable of holding at least 250 mL.
pressure regulator to provide 377.5 kPa 6 12.5 kPa fuel
6.14.1.5 Volume-check all injectors for 60 s and note the
pressure.Thesystemshouldbeswitchedoffsonofuelpressure
volume produced by each injector.
is present at the injector rail during engine shutdowns.
6.14.1.6 Observe the spray pattern that each injector pro-
6.12 Induction Air Supply Humidity, Temperature, and
duces; if an injector’s spray pattern is a straight stream or
Pressure—Maintain the throttle body intake air at a moisture
dribbles, the injector can be cleaned and reused after satisfac-
content of 11.4 g⁄kg 6 0.7 g⁄kg of dry air, a dry bulb
torily undergoing the following steps:
temperatureof35 °C 62 °C,andastaticpressureof0.050kPa
(1) First, immerse the fuel injector in degreasing solvent
(see Annex A10). Measure temperature and pressure at the
briefly; remove it and place it in an ultrasonic-type cleaner for
15,12
inlet air adapter.
20 min. (Ultrasonic Cleaner Lab Safety Model 32V118
6.13 Temperature Measurement—Use 1.6 mm or 3.2 mm
has been found suitable).
metal-sheathed Specification E608/E608M, iron-constantan (2) Repeat 6.14.1.1 – 6.14.1.5 above. If a cleaned injec-
(TypeJ)thermocouplesfortemperaturemeasurements.Usethe
tor’s spray pattern still is a straight stream or dribbles, discard
shortest possible thermocouples to meet the insertion depth the injector.
requirements listed in this test method and minimize exposed
thermocouple sheathing.
6.13.1 Thermocouple Location—Locate the sensing tip of
The sole source of supply of the apparatus (Lab Safety Model 32V118) known
all thermocouples in the center of the stream of the medium
to the committee at this time is the Grainger Catalog, http://www.grainger.com, or
involved, unless otherwise specified. any local Grainger outlet.
´1
D7320 − 18
6.14.1.7 The six injectors that are to be installed on an front of the lower intake manifold as shown in the Sequence
engine fuel rail shall produce volumes that are within 5 mL of IIIG Engine Assembly Manual, Section 6 Sheet 7.
each other.
6.18 PCV Plug—Block off the positive crankcase ventila-
6.14.2 Remove the solvent that is remaining in the injector
tion system during testing using a dummy PCV valve, part
from the flow check usin
...