ASTM D6891-03
(Test Method)Standard Test Method for Evaluation of Automotive Engine Oils in the Sequence IVA Spark-Ignition Engine
Standard Test Method for Evaluation of Automotive Engine Oils in the Sequence IVA Spark-Ignition Engine
SCOPE
1.1 This test method measures the ability of crankcase oil to control camshaft lobe wear for spark-ignition engines equipped with an overhead valve-train and sliding cam followers. This test method is designed to simulate extended engine idling vehicle operation. The Sequence IVA Test Method uses a Nissan KA24E engine. The primary result is camshaft lobe wear (measured at seven locations around each of the twelve lobes). Secondary results include cam lobe nose wear and measurement of iron wear metal concentration in the used engine oil. Other determinations such as fuel dilution of crankcase oil, non-ferrous wear metal concentrations, and total oil consumption, can be useful in the assessment of the validity of the test results.
1.2 The values stated in either SI units or in other units shall be regarded separately as standard.
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A5 for specific safety precautions.
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An American National Standard
Designation: D 6891 – 03
Standard Test Method for
Evaluation of Automotive Engine Oils in the Sequence IVA
Spark-Ignition Engine
This standard is issued under the fixed designation D 6891; 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 (e) indicates an editorial change since the last revision or reapproval.
1. Scope and Opaque Liquids (the Calculation of Dynamic Viscos-
ity)
1.1 This test method measures the ability of crankcase oil to
D 525 Test Method for Oxidation Stability of Gasoline
controlcamshaftlobewearforspark-ignitionenginesequipped
(Induction Period Method)
with an overhead valve-train and sliding cam followers. This
D 3525 Test Method for Gasoline Diluent in Used Gasoline
test method is designed to simulate extended engine idling
Engine Oils by Gas Chromatography
vehicle operation. The Sequence IVA Test Method uses a
D 4485 Specification for Performance of Engine Oils
Nissan KA24E engine. The primary result is camshaft lobe
D 5185 Test Method for Determination of Additive Ele-
wear (measured at seven locations around each of the twelve
ments, Wear Metals, and Contaminants in Used Lubricat-
lobes). Secondary results include cam lobe nose wear and
ing Oils and Determination of Selected Elements in Base
measurement of iron wear metal concentration in the used
Oils by Inductively Coupled Plasma Atomic Emission
engine oil. Other determinations such as fuel dilution of
Spectrometry (ICP-AES)
crankcase oil, non-ferrous wear metal concentrations, and total
D 5302 Test Method for Evaluation of Automotive Engine
oilconsumption,canbeusefulintheassessmentofthevalidity
Oils for Inhibition of Deposit Formation and Wear in a
of the test results.
Spark-Ignition Internal Combustion Engine Fueled with
1.2 The values stated in either SI units or in other units shall
Gasoline and Operated Under Low-Temperature, Light
be regarded separately as standard.
Duty Conditions
1.3 This standard does not purport to address all of the
D 5844 Test Method for Evaluation of Automotive Engine
safety concerns, if any, associated with its use. It is the
Oils for Inhibition of Rusting (Sequence IID)
responsibility of the user of this standard to establish appro-
E 29 Practice for Using Significant Digits in Test Data to
priate safety and health practices and determine the applica-
Determine Conformance with Specifications
bility of regulatory limitations prior to use. See Annex A5 for
E 230 Specification and Temperature-Electromotive Force
specific safety precautions.
(EMF) Tables for Standardized Thermocouples
2. Referenced Documents
G 40 Terminology Relating to Wear and Erosion
2.2 API Standard:
2.1 ASTM Standards:
API 1509 Engine Oil Licensing and Certification System
D 287 TestMethodforAPIGravityofCrudePetroleumand
2.3 SAE Standards:
Petroleum Products (Hydrometer Method)
SAE J183 Engine Oil Performance and Engine Service
D 323 Test Method for Vapor Pressure of Petroleum Prod-
Classification
ucts (Reid Method)
SAE J254 Instrumentation and Techniques for Exhaust Gas
D 381 Test Method for Gum Content in Fuels by Jet
Emissions Measurement
Evaporation
2.4 ASME Standard:
D 445 Test Method for Kinematic Viscosity of Transparent
B46.1 Standard for Surface Texture (Surface Roughness,
Waviness, and Lay)
This test method is under the jurisdiction of ASTM Committee D02 on 2.5 JASO Standard:
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee
M 328-95 Valve-train Wear Test Procedure for Evaluating
D02.B0 on Automotive Lubricants.
Current edition approved Nov. 1, 2003. Published January 2004.
TheASTM Test Monitoring Center will update changes in this test method by
means of Information Letters. Information letters may be obtained from theASTM
Test Monitoring Center (TMC), 6555 Penn Ave., Pittsburgh, PA 15206-4489, Available from The American Petroleum Institute (API), 1220 L. St., NW,
Attention: Administrator. Washington, DC 20005.
3 5
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Available from Society of Automotive Engineers (SAE), 400 Commonwealth
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Dr., Warrendale, PA 15096-0001.
Standards volume information, refer to the standard’s Document Summary page on Available from American Society of Mechanical Engineers (ASME), ASME
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D6891–03
Automobile Gasoline Engine Oils 4. Summary of Test Method
2.6 CEC Standard:
4.1 Test Numbering Scheme—Use the test numbering
CEC-L-38-A-94 PeugeotTU-3M/KDXValve-trainScuffing
scheme shown below:
Wear Test
AAAAA–BBBBB–CCCCC
AAAAA represents the stand number. BBBBB represents
3. Terminology
the number of tests since the last calibration test on that stand.
3.1 Definitions:
CCCCC represents the total number of Sequence IVA tests
3.1.1 blowby, n—in internal combustion engines, the com-
conducted on that stand. For example, 6-10-175 represents the
bustion products and unburned air-and-fuel mixture that enter
175th Sequence IVA test conducted on test stand 6 and the
the crankcase. D5302
tenth test since the last calibration test. Consecutively number
3.1.2 calibration test stand, n—a test stand on which the
alltests.Numberthestandcalibrationtestsbeginningwithzero
testing of reference material(s), conducted as specified in the
9 for the BBBBB field. Multiple-length Sequence IVA tests are
standard, provided acceptable results. Sub. B Glossary
multiple runs for test numbering purposes, such as double-
3.1.2.1 Discussion—In several automotive lubricant stan-
length tests which are counted as two runs and triple-length
dard test methods, theASTM Test Monitoring Center provides
tests which are counted as three runs. For example, if test
testing guidance and determines acceptability.
1-3-28 is a doubled-length test, number the next test conducted
3.1.3 reference oil, n—an oil of known performance char-
on that stand 1-5-30.
acteristics, used as a basis for comparison.
4.2 Test Engine—This procedure uses a fired 1994 model
3.1.3.1 Discussion—Reference oils are used to calibrate
Nissan KA24E 2.389-L, in-line 4-cylinder, 4-cycle, water-
testing facilities, to compare the performance of other oils, or
,
10 11
cooled, port fuel-injected gasoline engine. The engine
to evaluate other materials (such as seals) that interact with
features a single overhead camshaft with sliding follower
oils. D5844
rocker arms, with two intake valves and one exhaust valve per
3.2 Definitions of Terms Specific to This Standard:
cylinder, and hydraulic lash adjusters. The camshaft is not
3.2.1 assessment length, n—the length of surface over
phosphate-coated or lubrited.
which measurements are made.
4.3 TestStand—Couplethetestengine(devoidofalternator,
3.2.2 break-in, n—initial engine operation to reach stabili-
cooling fan, water pump, clutch and transmission) to an
zation of the engine performance after new parts are installed
eddy-current dynamometer for precise control of engine speed
in the engine.
and torque. Specify the combined inertia of the driveline and
3.2.3 cam lobe wear, n—the sum of the wear determined at
dynamometer to ensure reproducible transient ramping of
the following locations (nose is zero location): (1)14cam
engine speed and torque. Control the intake air, provided to the
degrees before the nose, (2) 10° before the nose, (3) 4° before
engine air filter housing, for temperature, pressure, and humid-
the nose, (4) at the nose, (5) 4° after the nose, (6) 10° after the
ity.Mounttheenginesimilartoitsvehicleorientation(tiltedup
nose, (7) 14° after the nose.
5.5° in front; sideways 10° up on intake manifold side; bottom
3.2.4 camnosewear,n—the maximum linear deviation of a
of oil sump horizontal). Modify the engine ECM wiring
worn nose profile from the unworn profile; the nose is the high
harness, sensors, and actuators. The test stand plumbing shall
lift point on the particular cam lobe.
conformtothediagramsshowninAnnexA3.Installtheengine
3.2.5 flushing, n—the installation of a fresh charge of
on a test stand equipped with computer control of engine
lubricant and oil filter for the purpose of running the engine to
speed,torque,varioustemperatures,pressures,flows,andother
reduce and eliminate remnants of the previous oil charge.
parameters outlined in the test procedure (see Section 11).
3.2.5.1 Discussion—Flushing may be carried out in an
4.4 Test Sequence—After engine break-in or after the
iterated process to ensure a more thorough process of reducing
completion of a previous test, install a new test camshaft and
previous oil remnants.
rockerarms.Chargethefreshtestoiltotheengineandconduct
3.2.6 reference line, n—a deduced, leveled, straight line
two flushes. After completing both flushes, drain the used oil,
drawn on the profilometer graph, from the front unworn
and weigh and install the fresh test oil and filter. Conduct the
average edge of a cam lobe to the rear unworn average edge of
test for a total of 100 h, with no scheduled shutdowns. There
that cam lobe.
are two operating conditions, Stage I and Stage II; 50 min of
3.2.7 valve-train, n—a mechanical engine subsystem com-
Stage I and 10 min of Stage II comprise one test cycle.The test
prised of the camshaft, the rocker arms, hydraulic lash adjust-
length is 100 cycles.
ers, the poppet valves, and valve-springs.
4.5 Analyses Conducted—After test, measure the camshaft
3.2.8 waveness , n—the maximum excursion of the worn
total
lobesusingasurfaceprofilometer.Fromthesegraphicalprofile
surface as graphically measured normal to the reference line.
measurements, determine the maximum wear at seven loca-
tions on the cam lobe. Determine individual cam lobe wear by
Available from Japanese Standards Organization (JSA), 4-1-24 Akasaka
Minato-Ku, Tokyo, 107-8440, Japan.
8 10
Available from the Coordinating European Council for the Development of Thesolesourceofsupplyoftheapparatusknowntothecommitteeatthistime
Performance Tests Transportation Fuels, Lubes, and other Fluids, Madou Plaza , 25 is Nissan North American, Inc., P.O. Box 191, Gardena, CA 90248-0191.
Floor Place, Madou B-1210, Brussels, Belgium. If you are aware of alternative suppliers, please provide this information to
Available from ASTM Test Monitoring Center (TMC), 6555 Penn Avenue, ASTM International Headquarters. Your comments will receive careful consider-
Pittsburgh, PA 15206-4489, Attention: Administrator. ation at a meeting of the responsible technical committee , which you may attend.
D6891–03
summing the seven location wear measurements. Average the
wear from the twelve cam lobes for the final, primary test
result.After test completion, determine the oil consumption by
the weight of used oil versus the fresh oil charged to the engine
(including oil filter). Analyze the end of test used oil for fuel
dilution, kinematic viscosity, and wear metals. Retaina1L
final drain sample for 90 days. Retain the camshaft and rocker
arms for six months.
5. Significance and Use
5.1 This test method was developed to evaluate automotive
lubricant’s effect on controlling cam lobe wear for overhead
valve-train equipped engines with sliding cam followers.
NOTE 1—This test method may be used for engine oil specifications,
such as Specification D 4485, API 1509, SAE J183, and ILSC GF 3.
FIG. 1 Modified Water Pump
6. Apparatus
NOTE 2—Coordination with theASTM Committee D02, Subcommittee
tion non-operable. Disable the swirl control actuator. Disable
B, Sequence IVA Surveillance Panel is a prerequisite to the use of any
the fast idle system and the auxiliary air control (AAC) valve.
equivalent apparatus. However, the intent is to permit reasonable adapta-
Replace the engine coolant temperature sensor by a fixed
tion of existing laboratory facilities and equipment. Figures are provided
resistor. Modify the engine water-pump to incorporate an
throughoutthetestmethodtosuggestappropriatedesigndetailsanddepict
some of the required apparatus. external electric-driven water-pump. Do not use the water-
pump fan blade and cooling radiator. Remove the alternator.
6.1 Test Engine—This test method uses a fired 1994 model
Install an oil cooler (water-to-oil heat exchanger) at the oil
Nissan KA24E 2.389L, in-line 4-cylinder, 4-cycle, water-
,
10 11
filter housing, as shown in Annex A3. Modify the engine
cooled, port fuel-injected gasoline engine, . See Annex A2
wiring harness. Install fittings for various temperature and
for a parts lists. Nominal oil sump volume is 3.5 L. The
pressure measurements as required by the test method. Place
cylinder block is constructed of cast iron, while the cylinder
the Nissan production rocker cover with a specially manufac-
head is aluminum. The engine features a single overhead
tured aluminum jacketed rocker cover. Route the engine
camshaft with sliding follower rocker arms, with two intake
coolant through this jacket. Install a fitting in the front engine
valves and one exhaust valve per cylinder, and hydraulic lash
cover to allow a portion of the crankcase ventilation air to
adjusters. The camshaft is not phosphate-coated or lubrited.
bypass the rocker cover. Install fittings for various temperature
The rocker arm contact pad material is powdered metal. The
and pressure measurements as required by this test method.
engine compression ratio is 8.6 to 1. Rate the engine at 198
6.2.1 Non-Operable EGR—This test method does not use
N·m torque at 4400 r/min. The ignition timing and multi-port
an EGR valve. Cover the EGR port with the supplied 3–mm
fuel injection system is ECM. Fuel the engine with a specially
thickness block-off (blind) plate (see Annex A3). Remove the
blended, non-detergent unleaded reference gasoline. Make the
hose from the exhaust manifold to the EGR. Plug the EGR
EGR non-operable.
supply port in the rear of the exhaust manifold with a pipe
6.1.1 EngineBuildupandMeasurementArea—Theambient
fitting.
atmosphere of the engine buildup and measurement areas shall
6.2.2 Swirl Control Actuator—Disable the swirl control
be reasonably free of contaminants and maintained at a
actuator by removing the harness connector and vacuum line.
uniform temperature. Maintain the specific humidity at a
Plug the vacuum line source.
uniform level to prevent the accumulation of rust on engine
6.2.3 Fast Idle Disabling—To disable the fast idle system,
parts. Use uniform temperatures to ensure repeatable dimen-
remove the fast
...
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