ASTM D7589-16e1

Standard Test Method for Measurement of Effects of Automotive Engine Oils on Fuel Economy of Passenger Cars and Light-Duty Trucks in Sequence VID Spark Ignition Engine<rangeref></rangeref >

SIGNIFICANCE AND USE
5.1 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.  
5.2 Use—The Sequence VID test method is useful for engine oil fuel economy specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:  
5.2.1 Specification D4485.  
5.2.2 API 1509.  
5.2.3 SAE Classification J304.  
5.2.4 SAE Classification J1423.
SCOPE
1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a specified spark-ignition engine with a displacement of 3.6 L (General Motors)4 on a dynamometer test stand. It applies to multi viscosity grade oils used in these applications.  
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 Exceptions—Where there is no direct equivalent such as the units for screw threads, National Pipe threads/diameters, tubing size, and single source supply equipment specifications. Additionally, Brake Fuel Consumption (BSFC) is measured in kilograms per kilowatthour.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This test method is arranged as follows:    
Subject  
Section  
Introduction  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General  
6.1  
Test Engine Configuration  
6.2  
Laboratory Ambient Conditions  
6.3  
Engine Speed and Torque Control  
6.4  
Dynamometer  
6.4.1  
Dynamometer Torque  
6.4.2  
Engine Cooling System  
6.5  
External Oil System  
6.6  
Fuel System  
6.7  
Fuel Flow Measurement  
6.7.2  
Fuel Temperature and Pressure Control to the Fuel
Flowmeter  
6.7.3  
Fuel Temperature and Pressure Control to Engine Fuel Rail  
6.7.4  
Fuel Supply Pumps  
6.7.5  
Fuel Filtering  
6.7.6  
Engine Intake Air Supply  
6.8  
Intake Air Humidity  
6.8.1  
Intake Air Filtration  
6.8.2  
Intake Air Pressure Relief  
6.8.3  
Temperature Measurement  
6.9  
Thermocouple Location  
6.9.5  
AFR Determination  
6.10  
Exhaust and Exhaust Back Pressure Systems  
6.11  
Exhaust Manifolds  
6.11.1  
Laboratory Exhaust System  
6.11.2  
Exhaust Back Pressure  
6.11.3  
Pressure Measurement and Pressure Sensor Locations  
6.12  
Engine Oil  
6.12.2  
Fuel to Fuel Flowmeter  
6.12.3  
Fuel to Engine Fuel Rail  
6.12.4  
Exhaust Back Pressure  
6.12.5  
Intake Air  
6.12.6  
Intake Manifold Vacuum/Absolute Pressure  
6.12.7  
Coolant Flow Differential Pressure  
6.12.8  
Crankcase Pressure  
6.12.9  
Engine Hardware and Related Apparatus  
6.13  
Test Engine Configuration  
6.13.1  
ECU (Power Control Module)  
6.13.2  
Thermostat Block-Off Adapter Plate  
6.13.3  
Wiring Harness  
6.13.4  
Oil Pan  
6.13.5  
Engine W...

General Information

• Status: Published
• Publication Date: 31-Mar-2016
• ICS: 43.060.01 - Internal combustion engines for road vehicles in general
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0.10 - Standards Acceleration

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 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 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 D2699-23b - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Nov-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 D2699-23a - Standard Test Method for Research 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 D5453-19a - Standard Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
• Effective Date: 01-Jul-2019
• Refers: ASTM D4485-18 - Standard Specification for Performance of Active API Service Category Engine Oils
• Effective Date: 01-Jul-2018
• Refers: ASTM D5185-18 - Standard Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
• Effective Date: 01-Apr-2018
• Refers: ASTM D6750-18 - Standard Test Methods for Evaluation of Engine Oils in a High-Speed, Single-Cylinder Diesel Engine&#x2014;1K Procedure (0.4&#x2009;% Fuel Sulfur) and 1N Procedure (0.04&#x2009;% Fuel Sulfur)
• Effective Date: 01-Apr-2018
• Refers: ASTM D6750-17 - Standard Test Methods for Evaluation of Engine Oils in a High-Speed, Single-Cylinder Diesel Engine&#x2014;1K Procedure (0.4&#x2009;% Fuel Sulfur) and 1N Procedure (0.04&#x2009;% Fuel Sulfur)
• Effective Date: 01-May-2017

Overview

ASTM D7589-16e1 is the standard test method for measuring the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks, using the Sequence VID spark ignition engine. Developed by ASTM International, this test provides a reliable, repeatable laboratory procedure to assess and compare the fuel-saving capabilities of different multi-viscosity grade engine oils. The method is specifically designed for vehicles up to 3856 kg gross vehicle weight, utilizing a standardized 3.6 L General Motors spark-ignition engine on a dynamometer test stand.

This standard is essential for those in the automotive, lubrication, and testing industries who need to evaluate engine oil products for their impact on fuel efficiency, in compliance with industry specifications and classifications.

Key Topics

• Comparative Fuel Economy Assessment: The method provides a comparative index by evaluating how different engine oils affect fuel consumption, using a baseline oil (SAE 20W-30) as the reference.
• Repeatable Laboratory Test Procedure: The Sequence VID test ensures consistency and repeatability by specifying detailed apparatus setup, engine configurations, and test conditions.
• Scope and Limitations: Applicable to passenger cars and light-duty trucks (GVW ≤ 3856 kg) running multi-viscosity grade oils. All measurements are reported in SI units.
• Significance in Engine Oil Specifications: Widely used for engine oil qualification and acceptance in regulatory and commercial specifications, including API 1509 and SAE J304.
• Baseline Oil (BL) Comparison: Emphasizes comparative, rather than absolute, measurement-directly comparing a test oil’s performance to the known baseline.
• Safety and Compliance: Users must ensure proper safety, health, and environmental practices, and consider regulatory limitations before use.

Applications

ASTM D7589-16e1 is integral in the following areas:

• Engine Oil Development: Enables laboratories, oil manufacturers, and formulators to benchmark the fuel economy performance of new lubricants against established reference oils.
• Certification and Specification Testing: Used by oil companies and regulatory bodies for the qualification of engine oils according to recognized standards such as API 1509, SAE J304, and ASTM D4485.
• Quality Assurance: Helps manufacturers verify conformance and maintain consistency in product fuel economy claims.
• Comparative Product Analysis: Assists R&D departments in selecting or improving formulations aimed at reducing fuel consumption in modern light-duty vehicle engines.
• Regulatory Compliance: Supports compliance with requirements established by international bodies and organizations concerned with technical barriers to trade.

Related Standards

• ASTM D4485: Specification for performance of active API service category engine oils, which references Sequence VID for evaluating fuel economy.
• API 1509: Engine Oil Licensing and Certification System, requiring demonstrated fuel economy improvements.
• SAE J304 & J1423: SAE classifications for energy-conserving and fuel-efficient engine oils for passenger cars and light-duty trucks.
• ASTM D6837: Related test method for fuel economy determination (Sequence VIB, now withdrawn).
• IEEE/ASTM SI-10: Standard for the use of the International System of Units, ensuring uniform reporting.

Practical Value

ASTM D7589-16e1 provides automotive manufacturers, oil formulators, and regulatory agencies with a robust laboratory method for assessing and comparing the fuel economy benefits of engine oils. The standardized testing ensures consistency, supports industry specifications, and enhances consumer confidence in fuel-saving technology. By facilitating reliable data and certification, this standard plays a critical role in the development and marketing of energy-efficient lubricants for modern spark-ignition engines.

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: D7589 − 16
Standard Test Method for
Measurement of Effects of Automotive Engine Oils on Fuel
Economy of Passenger Cars and Light-Duty Trucks in
1,2
Sequence VID Spark Ignition Engine
This standard is issued under the fixed designation D7589; 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).
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* 1.2 The values stated in SI units are to be regarded as
standard. No other units of measurement are included in this
1.1 This test method covers an engine test procedure for the
standard.
measurement of the effects of automotive engine oils on the
1.2.1 Exceptions—Where there is no direct equivalent such
fuel economy of passenger cars and light-duty trucks with
as the units for screw threads, National Pipe threads/diameters,
gross vehicle weight 3856 kg or less. The tests are conducted
tubing size, and single source supply equipment specifications.
using a specified spark-ignition engine with a displacement of
Additionally, Brake Fuel Consumption (BSFC) is measured in
3.6 L (General Motors) on a dynamometer test stand. It
kilograms per kilowatthour.
applies to multi viscosity grade oils used in these applications.
1.3 This standard does not purport to address all of the
This test method is under the jurisdiction of ASTM Committee D02 on
safety concerns, if any, associated with its use. It is the
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
responsibility of the user of this standard to establish appro-
Subcommittee D02.B0.10 on Standards Acceleration.
priate safety, health, and environmental practices and deter-
Current edition approved April 1, 2016. Published April 2016. Originally
approved in 2009. Last previous edition approved in 2015 as D7589 – 15a.
mine the applicability of regulatory limitations prior to use.
DOI:10.1520/D7589-16E01.
1.4 This test method is arranged as follows:
The multi-cylinder engine test sequences were originally developed by an
ASTM Committee D02 group. Subsequently, the procedures were published in an
Subject Section
ASTM special technical publication. The Sequence VIB was published as Research Introduction
Report RR:D02-1469, dated April 8, 1999. Scope 1
Referenced Documents 2
The ASTM Test Monitoring Center will update changes in this test method by
Terminology 3
means of Information Letters. This edition includes all information letters through
Summary of Test Method 4
No. 15–1. Information letters may be obtained from the ASTM Test Monitoring
Significance and Use 5
Center, 203 Armstrong Drive, Freeport, PA 16229, Attention: Director.
Apparatus 6
Trademark of General Motors Corporation, 300 Renaissance Center, Detroit,
General 6.1
MI 48265.
*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
D7589 − 16
Subject Section Subject Section
Test Engine Configuration 6.2 Calibration 10
Laboratory Ambient Conditions 6.3 Stand/Engine Calibration 10.1
Engine Speed and Torque Control 6.4 Procedure 10.1.1
Dynamometer 6.4.1 Reporting of Reference Results 10.1.2
Dynamometer Torque 6.4.2 Instrument Calibration 10.2
Engine Cooling System 6.5 Engine Torque Measurement System 10.2.3
External Oil System 6.6 Fuel Flow Measurement System 10.2.4
Fuel System 6.7 Coolant Flow Measurement System 10.2.5
Fuel Flow Measurement 6.7.2 Thermocouple and Temperature Measurement System 10.2.6
Fuel Temperature and Pressure Control to the Fuel 6.7.3 Humidity Measurement System 10.2.7
Flowmeter
Other Instrumentation 10.2.8
Fuel Temperature and Pressure Control to Engine Fuel Rail 6.7.4 Test Procedure 11
Fuel Supply Pumps 6.7.5 External Oil System 11.1
Fuel Filtering 6.7.6 Flush Effectiveness Demonstration 11.2
Engine Intake Air Supply 6.8 Preparation for Oil Charge 11.3
Intake Air Humidity 6.8.1 Initial Engine Start-Up 11.4
Intake Air Filtration 6.8.2 New Engine Break-In 11.5
Intake Air Pressure Relief 6.8.3 Oil Charge for Break-In 11.5.2
Temperature Measurement 6.9 Break-In Operating Conditions 11.5.3
Thermocouple Location 6.9.5
Standard Requirements for Break-In 11.5.4
AFR Determination 6.10 Routine Test Operation 11.6
Exhaust and Exhaust Back Pressure Systems 6.11 Start-Up and Shutdown Procedures 11.6.1
Exhaust Manifolds 6.11.1 Flying Flush Oil Exchange Procedures 11.6.2
Laboratory Exhaust System 6.11.2 Test Operating Stages 11.6.3
Exhaust Back Pressure 6.11.3 Stabilization to Stage Conditions 11.6.4
Pressure Measurement and Pressure Sensor Locations 6.12 Stabilized BSFC Measurement Cycle 11.6.5
Engine Oil 6.12.2 BLB1 Oil Flush Procedure for BL Oil Before Test Run 1 11.6.6
Fuel to Fuel Flowmeter 6.12.3 BSFC Measurement of BLB1 Oil Before Test Oil 11.6.7
Fuel to Engine Fuel Rail 6.12.4 BLB2 Oil Flush Procedure for BL Oil Before Test Oil Run 2 11.6.8
Exhaust Back Pressure 6.12.5 BSFC Measurement of BLB2 Oil Before Test Oil 11.6.9
Intake Air 6.12.6 Percent Delta Calculation for BLB1 vs. BLB2 11.6.10
Intake Manifold Vacuum/Absolute Pressure 6.12.7 Test Oil Flush Procedure 11.6.11
Coolant Flow Differential Pressure 6.12.8 Test Oil Aging, Phase I 11.6.12
Crankcase Pressure 6.12.9 BSFC Measurement of Aged (Phase I) Test Oil 11.6.13
Engine Hardware and Related Apparatus 6.13 Test Oil Aging, Phase II 11.6.14
Test Engine Configuration 6.13.1
BSFC Measurement of Aged (Phase II) Test Oil 11.6.15
ECU (Power Control Module) 6.13.2 Oil Consumption and Sampling 11.6.16
Thermostat Block-Off Adapter Plate 6.13.3 Flush Procedure for BL Oil (BLA) After Test Oil 11.6.17
Wiring Harness 6.13.4 General Test Data Logging Forms 11.6.18
Oil Pan 6.13.5 Diagnostic Review Procedures 11.6.19
Engine Water Pump Adapter Plate 6.13.6 Determination of Test Results 12
Thermostat Block-Off Plate 6.13.7 Report 13
Oil Filter Adapter Plate 6.13.8 Precision and Bias 14
Modified Throttle Body Assembly 6.13.9 Keywords 15
Fuel Rail 6.13.10
Annexes
Miscellaneous Apparatus Related to Engine Operation 6.14 ASTM Test Monitoring Center: Organization Annex A1
Reagents and Materials 7 ASTM Test Monitoring Center: Calibration Procedures Annex A2
Engine Oil 7.1 ASTM Test Monitoring Center: Maintenance Activities Annex A3
Test Fuel 7.2 ASTM Test Monitoring Center: Related Information Annex A4
Engine Coolant 7.3 Detailed Specifications and Drawings of Apparatus Annex A5
Cleaning Materials 7.4 Oil Heater Cerrobase Refill Procedure Annex A6
Preparation of Apparatus 8 Engine Part Number Listing Annex A7
Test Stand Preparation 8.2 Safety Precautions Annex A8
Engine Preparation 9 Report Format Annex A9
Cleaning of Engine Parts 9.3 Statistical Equations for Mean and Standard Deviations Annex A10
Engine Assembly Procedure 9.4 Oil Sump Full Level Determination Consumption Annex A11
General Assembly Instructions 9.4.1 Measurement Calibration Procedure
Bolt Torque Specifications 9.4.2 Fuel Injector Evaluation Annex A12
Sealing Compounds 9.4.3 Pre-test Maintenance Checklist Annex A13
Harmonic Balancer 9.4.5 Blow-by Ventilation System Requirements Annex A14
Thermostat 9.4.6 Calculation of Test Results Annex A15
Coolant Inlet 9.4.7 Calculation of Unweighted Baseline Shift Annex A16
Oil Filter Adapter 9.4.8 Non–Phased Cam Gear and Position Actuator Installation Annex A17
Dipstick Tube 9.4.9 Procedure
Sensors, Switches, Valves, and Positioners 9.4.10
Ignition System 9.4.11 Appendix
Fuel Injection System 9.4.12 Procurement of Test Materials Appendix X1
Intake Air System 9.4.13
1.5 This international standard was developed in accor-
Engine Management System 9.4.14
Accessory Drive Units 9.4.15
dance with internationally recognized principles on standard-
Exhaust Manifolds 9.4.16
ization established in the Decision on Principles for the
Engine Flywheel and Guards 9.4.17
Lifting of Assembled Engines 9.4.18 Development of International Standards, Guides and Recom-
Engine Mounts 9.4.19
mendations issued by the World Trade Organization Technical
Non-Phased Camshaft Gears 9.4.20
Barriers to Trade (TBT) Committee.
Internal Coolant Orifice 9.4.21
´1
D7589 − 16
2. Referenced Documents IEEE/ASTM SI-10 Standard for Use of the International
5 System of Units (SI): The Modern Metric System
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and 2.2 SAE Standards:
J304 Engine Oil Tests
Liquid Fuels at Atmospheric Pressure
D235 Specification for Mineral Spirits (Petroleum Spirits) J1423 Classification of Energy-Conserving Engine Oil for
Passenger Cars and Light-Duty Trucks
(Hydrocarbon Dry Cleaning Solvent)
D240 Test Method for Heat of Combustion of Liquid Hy-
2.3 API Publication:
drocarbon Fuels by Bomb Calorimeter
API 1509 Engine Oil Licensing and Certification System
D323 TestMethodforVaporPressureofPetroleumProducts
2.4 ANSI Standard:
(Reid Method)
ANSI MC96.1-1975 Temperature Measurement – Thermo-
D381 Test Method for Gum Content in Fuels by Jet Evapo-
couples
ration
D445 Test Method for Kinematic Viscosity of Transparent
3. Terminology
and Opaque Liquids (and Calculation of Dynamic Viscos-
3.1 Definitions:
ity)
3.1.1 air-fuel ratio, n—in internal combustion engines, the
D525 Test Method for Oxidation Stability of Gasoline (In-
mass ratio of air-to-fuel in the mixture being induced into the
duction Period Method)
combustion chambers. D4175
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
leum Products by Fluorescent Indicator Adsorption
3.1.2 automotive, adj—descriptive of equipment associated
D2699 Test Method for Research Octane Number of Spark-
with self-propelled machinery, usually vehicles driven by
Ignition Engine Fuel
internal combustion engines. D4485
D3231 Test Method for Phosphorus in Gasoline
3.1.3 blowby, n—in internal combustion engines, that por-
D3237 TestMethodforLeadinGasolinebyAtomicAbsorp-
tion of the combustion products and unburned air/fuel mixture
tion Spectroscopy
that leaks past piston rings into the engine crankcase during
D3338 Test Method for Estimation of Net Heat of Combus-
operation.
tion of Aviation Fuels
3.1.4 break-in, v—in internal combustion engines, the run-
D4052 Test Method for Density, Relative Density, and API
ning of a new engine under prescribed conditions to help
Gravity of Liquids by Digital Density Meter
stabilize engine response and help remove initial friction
D4175 Terminology Relating to Petroleum Products, Liquid
characteristics associated with new engine parts. D6837
Fuels, and Lubricants
3.1.5 calibrate, v—todeterminetheindicationoroutputofa
D4485 Specification for Performance of Active API Service
(e.g., thermometer, manometer, engine) device or a given
Category Engine Oils
engine with respect to a standard.
D5185 Test Method for Multielement Determination of
Used and Unused Lubricating Oils and Base Oils by
3.1.6 calibration oil, n—an oil that is used to determine the
Inductively Coupled Plasma Atomic Emission Spectrom-
indication or output of a measuring device or a given engine
etry (ICP-AES)
with respect to a standard. D4175
D5453 Test Method for Determination of Total Sulfur in
3.1.7 engine oil, n—a liquid that reduces friction or wear, or
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
both, between the moving parts of an engine; removes heat,
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
particularly from the underside of pistons; and serves as a
D6750 Test Methods for Evaluation of Engine Oils in a
combustion gas sealant for the piston rings.
High-Speed, Single-Cylinder Diesel Engine—1K Proce-
3.1.7.1 Discussion—It may contain additives to enhance
dure (0.4 % Fuel Sulfur) and 1N Procedure (0.04 % Fuel
certain properties. Inhibition of engine rusting, deposit
Sulfur)
formation, valve train wear, oil oxidation, and foaming are
D6837 Test Method for Measurement of Effects ofAutomo-
examples. D6750
tive Engine Oils on Fuel Economy of Passenger Cars and
3.1.8 fuel economy, n—in internal combustion engines, the
Light-Duty Trucks in Sequence VIB Spark Ignition En-
efficient use of gasoline. D6837
gine (Withdrawn 2022)
3.1.8.1 Discussion—Determined by comparing the rate of
E29 Practice for Using Significant Digits in Test Data to
fuel consumption of a test oil with that displayed by baseline
Determine Conformance with Specifications
oil.
E191 Specification forApparatus For Microdetermination of
Carbon and Hydrogen in Organic and Organo-Metallic
Compounds
Available from the Society of Automotive Engineers (SAE), 400 Common-
wealth Dr. Warrendale, PA 15096-0001. This standard is not available separately.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or OrdertheSAEHandbookVol2,ortheSAEFuelsandLubricantsStandardsManual
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM HS-23.
Standards volume information, refer to the standard’s Document Summary page on Available from the American Petroleum Institute (API), 1220 L Street, NW,
the ASTM website. Washington, DC 20005.
6 9
The last approved version of this historical standard is referenced on Available fromAmerican National Standards Institute (ANSI), 25 W. 43rd St.,
www.astm.org. 4th Floor, New York, NY 10036, http://www.ansi.org.
´1
D7589 − 16
3.1.9 lubricant, n—any material interposed between two mode of engine operation to minimize carryover effect from
surfaces that reduces the friction or wear, or both, between the previously used oil and remove residues without stopping
them. D4175 the engine after the previous test. D6837
3.1.10 non-reference oil, n—any oil other than a reference 3.2.8 off test time, n—time when the test is not operating at
oil, such as a research formulation, commercial oil, or candi- the scheduled test conditions, but shutting down the engine is
date oil. D4175 not required.
3.2.9 stage restart, n—re-initiate a stage while the engine is
3.1.11 non-standard test, n—a test that is not conducted in
conformance with the requirements in the standard test running.
method, such as running on an uncalibrated test stand, using
4. Summary of Test Method
different test equipment, applying different equipment assem-
bly procedures, or using modified operating conditions. D4175 4.1 The internal combustion engine with a displacement of
3.6 L is installed on a dynamometer test stand equipped with
3.1.12 purchaser, n—of an ASTM test, a person or organi-
the appropriate controls for speed, torque, and various other
zation that pays for the conduct of an ASTM test method on a
operating parameters.
specified product. D4175
3.1.12.1 Discussion—The preferred term is purchaser. Dep- 4.2 The test method consists of measuring the laboratory
recatedtermsthathavebeenusedareclient,requester,sponsor, engine brake specific fuel consumption at 6 constant speed/
and customer. torque/temperature conditions for the baseline calibration oil,
test oil, and a repeat of the baseline calibration oil. The
3.1.13 reference oil, n—an oil of known performance char-
approximate test length is 155 h.
acteristics used as a basis for comparison. D4175
4.3 Aged test oil is compared directly to fresh VID BL
3.1.14 test oil, n—any oil subjected to evaluation in an
(baseline oil) SAE 20W-30 (see X1.2) baseline calibration oil,
established procedure. D4175
that is run before and after the test oil. When changing from
3.1.15 test start, n—introduction of test oil into the engine.
test oil to baseline oil, an intermediate flush with special
D4175
flushing oil (FO) is required to minimize the possibility of a
3.2 Definitions of Terms Specific to This Standard:
carryover effect from the previous oil.
3.2.1 aged test oil, n—an engine oil to be tested that has
4.4 Test results are expressed as a percent change in
been previously subjected to use in a spark-ignited operating
weighted fuel consumption relative to the baseline calibration
engine for a prescribed length of service under prescribed
oil.
conditions. D6837
5. Significance and Use
3.2.2 aging, n—the subjecting of an engine oil to use in a
spark-ignited operating engine for a prescribed length of
5.1 Test Method—Thedataobtainedfromtheuseofthistest
service under prescribed conditions. D6837
method provide a comparative index of the fuel-saving capa-
bilities of automotive engine oils under repeatable laboratory
3.2.3 central parts distributor (CPD), n—the manufacturer
conditions.ABLhas been established for this test to provide a
or supplier, or Both, of many of the parts and fixtures used in
standard against which all other oils can be compared. The BL
this test method. D6837
oil is an SAE 20W-30 grade fully formulated lubricant. The
3.2.3.1 Discussion—Because of the need for availability,
test procedure was not designed to give a precise estimate of
rigorous inspection, and control of many of the parts used in
the difference between two test oils without adequate replica-
this test method, companies having the capabilities to provide
tion. The test method was developed to compare the test oil to
the needed services have been selected as the official suppliers
theBLoil.Companiontestmethodsusedtoevaluateengineoil
for the Sequence VID test method. These companies work
performanceforspecificationrequirementsarediscussedinthe
closely with the Test Procedure Developer and with theASTM
latest revision of Specification D4485.
groups associated with the test method to help ensure that the
criticalenginepartsusedinthistestmethodareavailabletothe
5.2 Use—The Sequence VID test method is useful for
testing industry and function satisfactorily.
engine oil fuel economy specification acceptance. It is used in
specifications and classifications of engine lubricating oils,
3.2.4 engine hours, n—cumulative time that ignition is
such as the following:
powered after engine installation.
5.2.1 Specification D4485.
3.2.4.1 Discussion—Engine hours will include any time
5.2.2 API 1509.
accumulated on a different stand, including engine break-in.
5.2.3 SAE Classification J304.
3.2.5 engine shutdown, n—the engine is brought to a com-
5.2.4 SAE Classification J1423.
plete stop.
3.2.6 flush, v—to wash out with a rush of engine oil, during 6. Apparatus
a prescribed mode of engine operation to minimize carryover
6.1 General—Standardize certain aspects of each test stand
effect from the previous oil and remove residues, before
in terms of stand hardware. Examples of components that are
introducing new test oil. D6837
specified are certain pumps, valves, heat exchangers, heaters,
3.2.7 flying flush, n—in internal combustion engines, the and piping nominal inside diameter (ID).Where specified, four
washing out with a rush of engine oil, during a prescribed classes or categories of stand hardware have been designated:
´1
D7589 − 16
6.1.1 Prints/photos for special parts are included in this (1) Good temperature stability:
procedure.Substitutionofequivalentequipmentisallowed,but Zero ≤ 0.001 % FSO (Full Scale Output) per degree Celsius,
only after equivalency has been proven acceptable by the
and
Sequence VI Surveillance Panel.
Span ≤ 0.001 % FSO per degree Celsius.
(2) Nonlinearity ≤0.05 % FSO.
6.2 Test Engine Configuration—The test engine is a spe-
(3) Temperature compensation over range expected in
cially built General Motors (GM) 3.6 L (LY7) engine (see
laboratory 21 °C to 40 °C.ALebow Model 3397 load cell (see
X1.3). Mount the engine on the test stand so that the flywheel
X1.5) has been found suitable for this application.
friction face is 3.0° 6 0.5° from the vertical with the front of
the engine higher than the rear. The driveshaft angle shall be
6.4.2.2 Dynamometer Load Cell Damper—Do not use a
1.5° 6 0.5° from engine to dynamometer.The driveshaft angle load cell damper.
shall be 0° 6 0.5° in the horizontal plane.
6.4.2.3 Dynamometer Load Cell Temperature Control—
Control the load cell temperature. Enclose the dynamometer
6.3 Laboratory Ambient Conditions—Do not permit air
fromfansorventilationsystemstoblowdirectlyontheengine. load cell to protect it from the variability of laboratory ambient
Small (<35 L/s) fans may be used to direct air towards the temperatures. Maintain air in the enclosure within the operat-
knock sensor and oxygen sensors. The ambient laboratory ing temperature range specified by the load cell manufacturer
atmosphere shall be relatively free of dirt, dust, or other
within a variability of no more than 6 °C. Control temperature
contaminants as required by good laboratory standards and
by a means that does not cause uneven temperatures on the
practices.
body of the load cell.
6.4.2.4 Dynamometer Connection to Engine—Use a damper
6.4 Engine Speed and Torque Control—The dynamometer
speed and torque control systems shall be capable of maintain- system or damped shaft with U-joints for the dynamometer-
ing the limits specified in Tables 2-4. The VID closed-loop to-engine connection (see 6.2).The following have been found
control system maintains speed by electronic throttle and
suitable and are currently used; Vulkan, Machine Service Inc.
torque by dynamometer control. Since these speed and torque (see X1.31) with a stiffness of 5.2 kN·m/rad.
tolerances require sensitive and precise control, give particular
6.4.2.5 Dynamometer Load Cell Power Supply—Laboratory
attention to achieving and maintaining accurate calibration of
ambient temperatures can affect the accuracy of the load cell
the related instrument systems.
power supply. In order to minimize the error introduced by
6.4.1 Dynamometer—Use a Midwest or Eaton 37 kW
temperature changes to the load cell power supply, select a
Model 758 dry gap dynamometer (see X1.4). Replacing an
power supply with a temperature drift spec < 15 µV/ºC
engine dynamometer during a test (reference or non-reference
(manufacturers of power supplies often report this drift speci-
oil) is not acceptable. If a dynamometer needs to be replaced
fication in ppm, and 15 ppm is equivalent to 15 µV).
during a test, abort the test. Follow calibration requirements
6.5 Engine Cooling System—Useanexternalenginecooling
shown in 10.2.3 before starting each new test.
system, as shown in Figs.A5.1-A5.5, to maintain the specified
6.4.2 Dynamometer Torque:
6.4.2.1 Dynamometer Load Cell—Measure the dynamom- jacket coolant temperature and flow rate during the test. An
eter torque by a load cell of 0 kg to 45 kg. The dyno load cell alternative cooling system is shown in Fig. A5.3. The systems
is required to have the following features: shall have the following features:
TABLE 1 Sequence VID Fuel Specification
Test Method
Octane, research min D2699 96
Pb (organic), mg/L max D3237 0.01 max
Sensitivity, min 7.5
Distillation range
IBP, °C D86 23.9to35
10 % point, °C D86 48.9 to 57.2
50 % point, °C D86 93.3 to 110
90 % point, °C D86 148.9 to 162.8
E.P., °C (max) D86 212.8
Sulfur, mass fraction %, max D5453 3 min to 15 max
Phosphorous, mg/L, max D3231 1.32
RVP, kPa D323 60.0 to 63.4
Hydrocarbon composition
Olefins, % max D1319 10
Aromatics, % D1319 26 min to 32.5 max
Saturates D1319 Report
Existent gum, mg/100 mL, max D381 5.0
Oxidation stability, min D525 240 min
Carbon weight fraction E191 Report
Hydrogen/Carbon ratio, mol basis E191 Report
Net heating value, J/kg D240 Report
Net heating value, J/kg D3338 Report
API gravity D4052 58.7 min to 61.2 max
´1
D7589 − 16
A
TABLE 2 Sequence VID New Engine Cyclic Break-in
Cycle
AB
Time at Each Step, min 41
Time to Decel. to Step A, s 15 max
Time to Accel. to Step B, s 15 max
Speed, r/min 1500 ± 50 3500 ± 50
Power, kW 6.0 16.5
Torque, N·m 38.00 ± 5 45.00 ± 5
Oil Gallery, °C 80±2 80±2
Coolant In, °C 80±2 80±5
Coolant Flow, L/min 80±5 80±5
Intake Air Temperature and Humidity Control Not Required
Exh. Back Press., kPa 105 Not Specified
AFR Record Not Specified
Fuel Pressure to Fuel Rail, kPa 405 ± 10 405 ± 10
Fuel Temperature to Fuel Rail, °C 22 ± 2 22 ± 2
Fuel Flow, kg/h Not Specified Not Specified
BSFC, kg/kWh Not Specified Not Specified
A
The time at each cycle and their acceleration and deceleration times shall be adhered to; target all parameters as close as possible.
A
TABLE 3 Sequence VID Test Operating Conditions
Parameter Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6
B
Speed, r/min 2000±5 2000±5 1500±5 695±5 695±5 695±5
B
Load Cell, N·m 105.0 ± 0.1 105.0 ± 0.1 105.0 ± 0.1 20.0 ± 0.1 20.0 ± 0.1 40.0 ± 0.1
Nominal, Power kW 22.0 22.0 16.5 1.5 1.5 2.9
B
Oil Gallery, °C 115±2 65±2 115±2 115±2 35±2 115±2
B
Coolant-In, °C 109±2 65±2 109±2 109±2 35±2 109±2
C
Stabilization Time, min 60 60 60 60 60 60
All Stages
Temperatures, °C
Oil Circulation Record
Coolant Out Record
B
Intake Air 29±2
D
Fuel-to-Flowmeter 20 to 32
(delta from the max stage average reading shall be
#4)
B
Fuel-to-Fuel Rail 22±2
D
Delta Load Cell Delta from the max stage average reading shall be
#12
Oil Heater 205 max
Pressures
Intake Air, kPa 0.05 ± 0.02
Fuel-to-Flowmeter, kPa 110±10
Fuel-to-Fuel Rail, kPa 405±10
Intake Manifold, kPa abs. Record
B
Exhaust Back Pressure, kPa abs. Stages 1-3 = 105.00 ± 0.17 / Stages 4-6 = 104.00 ±
0.17
Engine Oil, kPa Record
Crankcase, kPa 0.0±0.25
Flows
Engine Coolant, L/min 80±4
B
Fuel Flow, kg/h Record
Humidity, Intake Air, g/kg of dry air 11.4 ± 0.8
B
Air-to-Fuel Ratio 14.00:1 to 15.00:1
D
Air-to-Fuel Ratio Delta from max stage average reading shall be#0.50
A
Controlled parameters should be targeted for the middle of the specification range.
B
Critical measurement and control parameters.
C
Counted from the time the temperature set points are initially adjusted to the specific levels.
D
Difference between the maximum stage average reading of the entire test and the individual stage average readings.
6.5.1 Pressurize the coolant system at the top of the reser- 6.5.2 The pumping system shall be capable of producing
voir. Control the system pressure to 70 kPa 6 10 kPa. Install a 80 L⁄min 64 L⁄min.AGould’sG&Lcentrifugalpump(P-1in
pressure cap or relief valve (PC-1 in Figs. A5.1-A5.3) (see Figs.A5.1-A5.3), Model NPE, Size 1ST, mechanical seal, with
X1.6) capable of maintaining system pressure within the above a 1.4914 kW, 3450 r/min motor, has been found suitable for
requirements. this application (see X1.7). Voltage and phase of the motor is
´1
D7589 − 16
A
TABLE 4 Sequence VID Test Operating Conditions Stage Flush and Stage Aging Hours SI Units
Aging
Stage Flush
Phase I & Phase II
Speed, r/min 1500 ± 5 2250 ± 5
Torque, N·m 70.00 ± 0.10 110.00 ± 0.10
B
Temperatures, °C
Oil Gallery 115 ± 2 120 ± 2
Coolant In 109 ± 2 110 ± 2
Oil Circulation Record Record
Coolant Out Record Record
Intake Air 29 ± 2 29 ± 2
C
Fuel-to-Flowmeter 20 to 32 20 to 32
Fuel-to-Rail 22 ± 2 22 ± 2
Pressures
Intake Air, kPa 0.05 ± .02 0.05 ± 0.02
Fuel-to-Flowmeter, kPa 110 ± 10 110 ± 10
Fuel-to-Rail, kPa 405 ± 10 405 ± 10
Intake Manifold, kPa abs Record Record
Exhaust Back, kPa abs 105.00 ± 0.20 105.00 ± 0.20
Engine Oil, kPa Record Record
Flows and Others
Engine Coolant, L/min 80 ± 4 80 ± 4
Fuel Flow, kg/h Record Record
Humidity, Intake Air Record Record
g/kg, of dry air 11.4 ± 0.8 11.4 ± 0.8
Air-to-Fuel Ratio 14.00:1 to 15.00:1 14.00:1 to 15.00:1
Crankcase, Pressure, kPa N/A 0.0 ± 0.25
A
Controlled parameters should be targeted for the middle of the specification range.
B
Counted from the time the temperature set points are initially adjusted to the specific levels.
C
±3 °C within this range.
optional. VFD [variable frequency drive] devices are accept- smooth pipe with no reducers or increasers. Flange size shall
able in this application. be the same size as pipe size. Threaded, slip-on or weld neck
6.5.3 The coolant system volume is not specified; however styles can be used as long as a consistent pipe diameter is kept
certain cooling system components are specified as shown in throughout the required lengths. An orifice obtained from
Figs.A5.1-A5.3.Adhere to the nominal ID of the line sizes as Flowell (see X1.9) has been found suitable.
shown in Figs. A5.1-A5.3.
6.5.7 A control valve (TCV-104 in Figs. A5.1 and A5.2)is
6.5.4 Thespecifiedheatexchanger(HX-1inFig.A5.1)isan
required for controlling coolant temperature by directing flow
ITT Standard brazed plate model 320-20, Part No. 5-686-06-
through the heat exchanger, HX-1, or diverting it through the
020-001orITTBell&GossettbrazedplatemodelBP-75H-20,
bypass portion of the cooling system.
Part No. 5-686-06-020-001 (see X1.8). Parallel or counter flow
6.5.7.1 A Badger Meter Inc. Model No.
through the heat exchanger is permitted.
9003TCW36SV3AxxL36 (air-to-close), or Model No.
6.5.4.1 Approved replacement heat exchangers are: ITT
9003TCW36SV1AxxL36 (air-to-open) 3-way globe (divert),
Bell & Gossett brazed plate Model BP-420-20, Part No.
2 in. valve is the specified valve (see X1.10).
5-686-06-020-005 and ITT Bell & Gossett brazed plate Model
6.5.7.2 A Badger Meter Inc. Model No.
BP-422-20, Part No. 5-686-06-020-007 (see X1.8).
9003TCW36SV3A29L36 (air-to-close), or Model No.
6.5.4.2 The specified heat exchanger(s) for the alternative
9003TCW36SV1A29L36 (air-to-open) are also acceptable if
cooling system (see Figs.A5.2 and A5.3) are an ITT shell and
the trim package used with these valves has a CV of 16.0.
tube Model BCF 5-030-06-048-001 or an American Industrial
6.5.7.3 Install the valve in a manner so that loss of air
AA-1248-3-6-SP (see X1.8).
pressure to the controller results in coolant flow through the
6.5.5 An orifice plate (OP-1 in Fig. A5.1) is specified. It is
heat exchanger rather than through the coolant bypass (fail
recommended that the orifice plate be sized to provide a
safe). Air-to-open/air-to-close is optional.
pressure drop equal to that of heat exchanger HX-1 and install
6.5.7.4 Control valve (TCV-104) is not required when using
it in the bypass loop of the coolant system.
the alternative cooling system (see Figs. A5.2 and A5.3).
6.5.5.1 An orifice plate (OP-1) is not required when using
the alternative cooling system (see Figs. A5.2 and A5.3). 6.5.8 A control valve (FCV-103 in Figs. A5.1-A5.3)is
6.5.6 Anorificeplate(differentialpressure)(FE-103inFigs. required for controlling the coolant flow rate to 80.0 L⁄min 6
A5.1-A5.3) is specified (see X1.9). Use an orifice flange, 4 L⁄min. A Badger Meter Inc. Model No.
1 ⁄2 NPT. Size the orifice plate to yield a pressure drop of 9003GCW36SV3A29L36, 2-way globe, 2 in., air-to-close
11.21 kPa 60.50 kPaataflowrateof80 L⁄min.Thereshallbe valve is the specified valve (see X1.10).AVFD device (P-1 in
10diametersupstreamand5diametersdownstreamofstraight, Fig. A5.3) would require this value.
´1
D7589 − 16
TABLE 5 VID Test Schedule
Estimated Elapsed
A
Time, h
BLB-1 Oil Test
1. Double flush to BLB-1 1:30
B
2. S60, BSFC/fuel flow×6atStage1 1:30
3. S60, BSFC/fuel flow×6atStage2 1:30
4. S60, BSFC/fuel flow×6atStage3 1:30
5. S60, BSFC/fuel flow×6atStage4 1:30
6. S60, BSFC/fuel flow×6atStage5 1:30
7. S60, BSFC/fuel flow×6atStage6 1:30
Warm-up to Stage Flush 0:30
Sub Total 11:00
BLB-2 Oil Test
1. Double flush to BLB-2 1:30
B
2. S60, BSFC/fuel flow×6atStage1 1:30
3. S60, BSFC/fuel flow×6atStage2 1:30
4. S60, BSFC/fuel flow×6atStage3 1:30
5. S60, BSFC/fuel flow×6atStage4 1:30
6. S60, BSFC/fuel flow×6atStage5 1:30
7. S60, BSFC/fuel flow×6atStage6 1:30
Warm-up to Stage Flush 0:30
Sub Total 11:00
BLB-3 Oil Test (if required)
1. Double flush to BLB-2 1:30
B
2. S60, BSFC/fuel flow×6atStage1 1:30
3. S60, BSFC/fuel flow×6atStage2 1:30
4. S60, BSFC/fuel flow×6atStage3 1:30
5. S60, BSFC/fuel flow×6atStage4 1:30
6. S60, BSFC/fuel flow×6atStage5 1:30
7. S60, BSFC/fuel flow×6atStage6 1:30
Warm-up to Stage Flush 0:30
Sub Total 11:00
Phase I Aging
1. Double flush to Non-reference Oil 1:30
2. Age 16 Hours 16:00
B
3. S60, BSFC/fuel flow×6atStage1 1:30
4. S60, BSFC/fuel flow×6atStage2 1:30
5. S60, BSFC/fuel flow×6atStage3 1:30
6. S60, BSFC/fuel flow×6atStage4 1:30
7. S60, BSFC/fuel flow×6atStage5 1:30
8. S60, BSFC/fuel flow×6atStage6 1:30
Sub Total 26:30
Phase II Aging
2. Age 84 Hours 84:00
B
3. S60, BSFC/fuel flow×6atStage1 1:30
4. S60, BSFC/fuel flow×6atStage2 1:30
5. S60, BSFC/fuel flow×6atStage3 1:30
6. S60, BSFC/fuel flow×6atStage4 1:30
7. S60, BSFC/fuel flow×6atStage5 1:30
8. S60, BSFC/fuel flow×6atStage6 1:30
Warm-up to Stage Flush 0:30
Sub Total 93:30
FO to BL Flush Flush in FO & Run 0:30
Flush in FO & Run 2:00
1. Double flush to BLAfter 1:30
B
2. S60, BSFC/fuel flow×6atStage1 1:30
3. S60, BSFC/fuel flow×6atStage2 1:30
4. S60, BSFC/fuel flow×6atStage3 1:30
5. S60, BSFC/fuel flow×6atStage4 1:30
6. S60, BSFC/fuel flow×6atStage5 1:30
7. S60, BSFC/fuel flow×6atStage6 1:30
Sub Total 13:00
A
Adhere to stabilization times and times for the 6 replicate BSFC measurements. Warm-up and cool-down times included in flushing elapsed times are estimates.
B
Example: Stabilize 60 min followed by 6 replicate BSFC measurements at intervals of 5 min, consisting of (set-up for 3 min, and time averaged BSFC with Stage 1
operating conditions 2 min).
´1
D7589 − 16
6.5.9 Use a Viatran model 274/374, Validyne model DP15 6.6.4 The flying flush system (see Fig. A5.6) shall have the
or P55, or Rosemount models 1151 or 3051 differential following features:
pressure transducer for reading the coolant flow rate at the
6.6.4.1 A scavenge pump, Viking Series 475, gear type,
orifice plate (FE-103 in Figs. A5.1-A5.3) (see X1.11).
close-coupled pump, model H475M is specified (see X1.13).
6.5.10 Replace the engine water pump with a water pump
The pump shall have an electric motor drive of 1140 r⁄min to
plate OHT6D-005-1, shown in Fig. A5.4.
1150 r⁄min with a minimum of 0.56 kW.Voltage and phase are
6.5.11 Acoolantreservoir,acoolantoverflowcontainer,and optional.
a sight glass are required as shown in Figs.A5.1-A5.3 and Fig.
6.6.4.2 A reservoir with a minimum capacity of 19 L. It is
A5.5. The design or model of these items is optional.
recommended that the system include three reservoirs, one for
6.5.12 Use a control valve (TCV-101 in Figs. A5.2 and
BL calibration oil, one for FO (flush oil), and one for test oil.
A5.3) for controlling the process water flow rate through the
6.6.4.3 An oil stirrer in each oil reservoir.
heat exchanger HX-1. A Badger Meter Inc. Model
6.6.4.4 Anoilheatingsystem(withappropriatecontrols)for
9001GCW36SV3Axxx36 (air-to-close) or Model
each oil reservoir with the capability of heating the oil in the
9001GCW36SV1Axxx36 (air-to-open), 2-way globe, 1-in.
reservoir to 93 °C to 107 °C.
valve have been found to be suitable for this application (see
6.6.4.5 A dump reservoir (see Fig. A5.8) with a minimum
X1.10).
capacity of 6.0 L.
6.5.13 Use a 1 ⁄2-in. NPT sight glass in the main coolant
6.6.4.6 Adump reservoir float switch is required. (FLS-136
circuit (SG-1 in Figs.A5.1-A5.3).The make/model is optional.
inFig.A5.8)Themakeandmodelisoptional.AnOHT-6D001-
6.5.14 Brass, copper, galvanized or stainless steel materials
04/ Switch, Level, Gems, high temperature float switch has
are recommended for hard plumbing in the coolant system.
been found suitable for this application (see X1.23).
6.5.15 The materials used for process water, hot water,
6.6.5 The circulation system for oil temperature control
chilled water, process air, engine coolant overflow, and engine
shall have the following features:
coolanttransducertubingareatthediscretionofthelaboratory.
6.6.5.1 A total volume, including oil volume in the oil pan
6.5.16 The system shall have provisions (for example, low
to the full mark, shall be 5.4 L.
point drains) for draining all of the flushing water prior to
6.6.5.2 Use a positive displacement oil circulation pump.A
installing a new coolant mixture.
Viking Series 4125, Model G4125, no relief valve, base-
6.6 External Oil System—An external oil system as shown
mountedisspecified(seeX1.15).ThepumpshallhaveaV-belt
inFigs.A5.6-A5.10isrequired.Althoughallofthesystemsare
ordirectdriveelectricdrivemotorof1140 r⁄minto1150 r⁄min
interconnected in some manner, the overall external oil system
with a minimum power of 0.56 kW. Voltage and phase are
is comprised of two separate circuits: (1) the flying flush
optional.
system, which allows the oil to be changed while the engine is
NOTE 1—If using a V-belt drive, use a 1:1 pulley ratio so that the final
running, and (2) the circulation system for oil temperature
speed of the pump is a nominal 1150 r/min.
control. Consider the engine oil pan (OHT6D-001-1) shown in
Fig. A5.9 a part of the external oil system. Minimize the
6.6.5.3 Use solenoid valves (FCV-150A, FCV-150C, FCV-
external oil volume of all of the circuits as well as the length
150D, and FCV-150E, in Fig. A5.6) (see X1.16).
of connections and surfaces that are in contact with more than
(1) FCV-150F and its related lines/piping are optional.
one oil in the flush system to enable more thorough flying
(2) FCV-150Ais a Burkert Type 251 piston-operated valve
flushes (see X1.23).
used with a Type 312 solenoid valve (or a Burkert Type 2000
6.6.1 The flush system has a high capacity scavenge pump,
piston-operated valve used with a Type 311, 312, or 330
that pumps used oil into a minimum 6.0 L capacity dump
solenoid valve) for actuation of air supply to the piston valve,
reservoir while fresh oil is drawn into the engine. The dump
solenoid valve direct-coupled to piston valve, normally closed,
reservoir float switch then resets certain solenoids and the
explosion proof (left to the discretion of the laboratory), and
engine refills to the level established by the float switch in the
watertight, ⁄4 in., 2-way, stainless steel NPT fitting.
engine oil pan (which then closes the solenoid to the fresh oil
(3) FCV-150C is a Burkert Type 251 piston-operated valve
reservoir).
used with a Type 312 solenoid valve (or a Burkert Type 2000
6.6.2 The oil heat/cool loop uses a proportional controller to piston-operated valve used with a Type 311, 312 or 330
bypass the cooling heat exchanger. Control the temperature
solenoid valve) for actuation of air supply to the piston valve,
within narrow limits with minimal additional heat (and surface solenoid valve direct-coupled to the piston valve, normally
temperatures). The system can respond quickly to establish the
open, explosion proof (left to the discretion of the laboratory)
different oil gallery temperatures required in the procedure. and watertight, ⁄2 in., 2-way, stainless steel NPT fitting.
Arrange the proportional three-way control valve to go to its
(4) FCV-150DandFCV-150EareBurkertType251piston-
mid-point during the flying flushes to avoid trapping oil, and operated valves used with a Type 312 solenoid valve (or a
there shall be some cooling during test oil aging so that no oil
BurkertType2000piston-operatedvalveusedwithaType311,
is trapped in the cooler. 312 or 330 solenoid valve) for actuation of air supply to the
6.6.3 Do not use cuprous materials in any of the oil system piston valve, solenoid valve direct-coupled to the piston valve,
(excluding the oil scavenge discharge system) except as may normally closed, explosion proof (left to the discretion of the
be required by the use of mandatory equipment in this laboratory), and watertight, ⁄2 in., 2-way, stainless steel NPT
procedure. fitting.
´1
D7589 − 16
6.6.5.4 Use control valve (TCV-144 in Fig. A5.6). The fuel temperature and pressure into the fuel flow measuring
specified valve is a Badger Meter Inc. Model No. equipment and into the engine fuel rail.
1002TBN36SVOSALN36, 3-way globe (divert), ⁄2 in., air to 6.7.1 There shall be a minimum of 100 mm of flexible line
open valve (see X1.17). at the inlet and outlet of the fuel flowmeter (rubber/synthetic
suitable for use with gasoline). Compression fittings are
6.6.5.5 Use a heat exchanger (HX-6 in Fig. A5.6) for oil
allowed for connecting the flexible lines to the fuel flowmeter.
cooling. The specified heat exchanger is an ITT model 310-20
Fuelsupplylinesfromthefuelflowmeasurementequipmentto
or an ITT Bell & Gossett, model BP-25-20 (Part No. 5-686-
the engine fuel rail shall be stainless steel tubing or piping or
04-020-001),oranITTBell&Gossett,modelBP-410-20(Part
any flexible hose suitable for use with gasoline.
No. 5-694-10-020-002), brazed plate (see X1.18).
6.7.2 Fuel Flow Measurement—Measure the critical fuel
NOTE 2—The ITT Standard and ITT Bell & Gossett heat exchangers
flow rate throughout the test. Use a Micro Motion Model
have been standardized under one model with two part numbers. The new
CMF010 mass flow meter with either a RFT9739, 2500 MVD,
replacement is Model BP410-20, Part No. 5-686-04-020-002 (no mount-
2700MVD or 1700MVD transmitter, see X1.24. The Micro
ing tabs) or Part No. 5-694-10-020-002 (includes mounting tabs).
Motion sensor may be mounted in a vertical or a horizontal
6.6.5.6 Use an electric heater (EH-5 in Fig. A5.6) for oil
position.
heating. The specified heater is a heating element inserted in
6.7.3 Fuel Temperature and Pressure Control to the Fuel
the liquid Cerrobase inside a Labeco oil heater housing (see
Flow Meter—Maintain fuel temperature and pressure to the
X1.19). Any heater elements rated at 3000 W may be used
fuel flowmeter at the values specified in Tables 2-4. Precise
within the Labeco housing. There are two recommended
fuel pressure control without fluctuation or aeration is manda-
heating elements: (1) a three element with Incaloy sheath,
tory for test precision. The fuel pressure regulator shall have a
Chromolox Part No. GIC-MTT-330XX, 230 V, single phase,
safety pressure relief, or a pressure relief valve, parallel to
and (2) Wiegland Industries/Chromolox, Emerson Electric
pressure regulator for safety purposes.
Model MTS-230A, Part No. 156-019136-014, 240 V single
6.7.4 Fuel Temperature and Pressure Control to Engine
phase.
Fuel Rail—Maintain fuel temperature and pressure to the
(1) It is specified that a thermocouple be installed in the
engine fuel rail at the values specified in Tables 2-4. Precise
external oil heater so that the temperature can be monitored.
fuel temperature and precise fuel pressure control without
Install this thermocouple into the top of the heater into the
fluctuation or aeration is mandatory for test precision.
Cerrobase (see Fig. A5.7) to an insertion depth of
6.7.5 Fuel Supply Pumps—The method of providing fuel to
245 mm 6 3 mm. Do not exceed the maximum temperature of
the fuel flowmeter and engine is at the laboratory’s discretion
205 °C.
as long as the requirements for fuel pressure and temperature
(2) The procedure for replacing a heating element is
are met. The average fuel pressure for this engine is 405 kPa.
detailed in Annex A6.
6.7.6 Fuel Filtering—Filter the fuel supplied to the test
6.6.5.7 Install two oil filters (FIL-1 and FIL-2 in Fig.A5.6)
stand in order to minimize fuel injector difficulties.
in the external oil system. The filters specified are OHT6A-
6.8 Engine Intake Air Supply—Use suitable apparatus to
012-3 with a stainless steel screen having a rating of 28 µm,
deliver air to the engine in
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