ASTM D7156-24

Standard Test Method for Evaluation of Diesel Engine Oils in the T-11 Exhaust Gas Recirculation Diesel Engine

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscosity increase and soot concentration (loading) performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR. Obtain results from used oil analysis.  
5.2 The test method can be used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics in a diesel engine equipped with exhaust gas recirculation, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-11.  
1.1.1 This test method also provides the procedure for running an abbreviated length test, which is commonly referred to as the T-11A. The procedures for the T-11A are identical to the T-11 with the exception of the items specifically listed in Annex A7. Additionally, the procedure modifications listed in Annex A7 refer to the corresponding section of the T-11 procedure.  
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 SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.  
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. See Annex A6 for specific safety hazards.  
1.4 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.

General Information

• Status: Published
• Publication Date: 29-Feb-2024
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0 - Automotive Lubricants

Relations

• Replaces: ASTM D7156-19 - Standard Test Method for Evaluation of Diesel Engine Oils in the T-11 Exhaust Gas Recirculation Diesel Engine
• Effective Date: 01-Mar-2024
• 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 D613-24 - Standard Test Method for Cetane Number of Diesel Fuel Oil
• Effective Date: 01-Feb-2024
• 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 D613-23 - Standard Test Method for Cetane Number of Diesel Fuel Oil
• Effective Date: 01-Mar-2023
• Refers: ASTM D86-23 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Mar-2023
• Referred By: ASTM D4485-22e1 - Standard Specification for Performance of Active API Service Category Engine Oils
• Effective Date: 01-Mar-2024

Overview

ASTM D7156-24 is the Standard Test Method for Evaluation of Diesel Engine Oils in the T-11 Exhaust Gas Recirculation Diesel Engine. Developed by ASTM International, this standard establishes a comprehensive engine test procedure, known commonly as the Mack T-11, for assessing key performance properties of diesel engine oils. The primary focus is on the oil’s ability to resist viscosity increase and manage soot accumulation in turbocharged, intercooled four-cycle diesel engines equipped with Exhaust Gas Recirculation (EGR) systems. Used oil analysis during and after testing provides the critical data for evaluating oil performance.

Key Topics

• Viscosity Increase: Monitoring changes in oil viscosity as the engine operates is essential since excessive viscosity can hinder lubrication and lead to premature engine wear.
• Soot Loading and Concentration: Evaluates the diesel engine oil’s effectiveness in suspending and managing soot particles, a crucial factor in EGR engines subjected to heavy-duty cycles.
• Used Oil Analysis: Periodic oil sampling provides measurements for viscosity and soot levels, supporting detailed performance assessment.
• Mack T-11 and T-11A Procedures: The standard describes both the full-length T-11 and the abbreviated T-11A tests, with guidance on procedural deviations found in specific annexes.
• Specification Acceptance: This method is referenced for engine oil product qualification and specification compliance, ensuring candidate oils meet industry requirements for engine protection.

Applications

ASTM D7156-24 has practical applications for several stakeholders in the automotive and petroleum industries:

• Engine Oil Manufacturers: Provides a standardized benchmarking tool for developing and qualifying diesel engine oils intended for advanced engines with EGR technology.
• Lubricant Suppliers and Blenders: Ensures that supplied oils meet required performance specifications for viscosity control and soot management under severe operating conditions.
• Engine and Vehicle OEMs: Enables consistent evaluation criteria when specifying and validating lubricants for engines equipped with EGR systems.
• Testing Laboratories: Establishes strict procedures for engine preparation, oil sampling, data collection, and systematic reporting, strengthening testing accuracy and reproducibility.

The T-11 test's criteria reflect real-world operating stresses in modern diesel engines, such as thermal challenges and high soot generation, ensuring tested oils deliver reliable in-service protection.

Related Standards

ASTM D7156-24 is closely linked to several other important ASTM standards that address various aspects of petroleum products and engine oil performance:

• ASTM D445 - Test Method for Kinematic Viscosity of Transparent and Opaque Liquids
• ASTM D482 - Test Method for Ash from Petroleum Products
• ASTM D5967 - Evaluation of Diesel Engine Oils in T-8 Diesel Engine
• ASTM D7422 - Evaluation of Diesel Engine Oils in T-12 Exhaust Gas Recirculation Diesel Engine
• ASTM D4485 - Specification for Performance of Active API Service Category Engine Oils

These related references support the data requirements and technical procedures involved in the T-11 test, contributing to a consistent standardization landscape for engine lubricant evaluation.

---

By providing a rigorous, repeatable approach for evaluating diesel engine oils in advanced EGR engines, ASTM D7156-24 plays a critical role in product quality assurance and helps drive innovation in heavy-duty engine oil technology. Incorporating this standard into product development, testing, or procurement processes helps ensure compliance with industry benchmarks for engine durability and emission standards.

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.
Designation: D7156 − 24
Standard Test Method for
Evaluation of Diesel Engine Oils in the T-11 Exhaust Gas
Recirculation Diesel Engine
This standard is issued under the fixed designation D7156; 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.
1. Scope* 2. Referenced Documents
1.1 This test method covers an engine test procedure for 2.1 ASTM Standards:
evaluating diesel engine oils for performance characteristics in D86 Test Method for Distillation of Petroleum Products and
a diesel engine equipped with exhaust gas recirculation, Liquid Fuels at Atmospheric Pressure
including viscosity increase and soot concentrations (loading). D93 Test Methods for Flash Point by Pensky-Martens
This test method is commonly referred to as the Mack T-11. Closed Cup Tester
1.1.1 This test method also provides the procedure for D97 Test Method for Pour Point of Petroleum Products
running an abbreviated length test, which is commonly referred D130 Test Method for Corrosiveness to Copper from Petro-
to as the T-11A. The procedures for the T-11A are identical to leum Products by Copper Strip Test
the T-11 with the exception of the items specifically listed in D235 Specification for Mineral Spirits (Petroleum Spirits)
Annex A7. Additionally, the procedure modifications listed in (Hydrocarbon Dry Cleaning Solvent)
Annex A7 refer to the corresponding section of the T-11 D287 Test Method for API Gravity of Crude Petroleum and
procedure. Petroleum Products (Hydrometer/Method)
D445 Test Method for Kinematic Viscosity of Transparent
1.2 The values stated in SI units are to be regarded as
and Opaque Liquids (and Calculation of Dynamic Viscos-
standard. No other units of measurement are included in this
ity)
standard.
D482 Test Method for Ash from Petroleum Products
1.2.1 Exceptions—Where there is no direct SI equivalent
D524 Test Method for Ramsbottom Carbon Residue of
such as screw threads, National Pipe Threads/diameters, tubing
Petroleum Products
size, or where there is a sole source supply equipment
D613 Test Method for Cetane Number of Diesel Fuel Oil
specification.
D664 Test Method for Acid Number of Petroleum Products
1.3 This standard does not purport to address all of the
by Potentiometric Titration
safety concerns, if any, associated with its use. It is the
D976 Test Method for Calculated Cetane Index of Distillate
responsibility of the user of this standard to establish appro-
Fuels
priate safety, health, and environmental practices and deter-
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
mine the applicability of regulatory limitations prior to use.
leum Products by Fluorescent Indicator Adsorption
See Annex A6 for specific safety hazards.
D2274 Test Method for Oxidation Stability of Distillate Fuel
1.4 This international standard was developed in accor-
Oil (Accelerated Method)
dance with internationally recognized principles on standard-
D2500 Test Method for Cloud Point of Petroleum Products
ization established in the Decision on Principles for the
and Liquid Fuels
Development of International Standards, Guides and Recom-
D2622 Test Method for Sulfur in Petroleum Products by
mendations issued by the World Trade Organization Technical
Wavelength Dispersive X-ray Fluorescence Spectrometry
Barriers to Trade (TBT) Committee.
D2709 Test Method for Water and Sediment in Middle
Distillate Fuels by Centrifuge
This test method is under the jurisdiction of ASTM Committee D02 on
D3524 Test Method for Diesel Fuel Diluent in Used Diesel
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Engine Oils by Gas Chromatography
Subcommittee D02.B0 on Automotive Lubricants.
D4052 Test Method for Density, Relative Density, and API
Current edition approved March 1, 2024. Published March 2024. Originally
approved in 2005. Last previous edition approved in 2019 as D7156 – 19. DOI:
10.1520/D7156-24.
Until the next revision of this test method, the ASTM Test Monitoring Center
will update changes in this test method by means of Information Letters. Informa- For referenced ASTM standards, visit the ASTM website, www.astm.org, or
tion Letters may be obtained from the ASTM Test Monitoring Center, 203 contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
Armstrong Drive, Freeport, PA 16229, Attention: Director, www.astmtmc.org. This Standards volume information, refer to the standard’s Document Summary page on
edition incorporates revisions in all Information Letters through No. 23-1. the ASTM website.
*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
D7156 − 24
Gravity of Liquids by Digital Density Meter 3.1.6 heavy-duty, adj—in internal combustion engine
D4175 Terminology Relating to Petroleum Products, Liquid operation, characterized by average speeds, power output and
Fuels, and Lubricants internal temperatures that are close to the potential maximums.
D4294 Test Method for Sulfur in Petroleum and Petroleum D4485
Products by Energy Dispersive X-ray Fluorescence Spec-
3.1.7 heavy-duty engine, n—in internal combustion engine
trometry
types, one that is designed to allow operation continuously at or
D4485 Specification for Performance of Active API Service
close to its peak output.
Category Engine Oils
3.1.8 non-reference oil, n—any oil other than a reference
D4737 Test Method for Calculated Cetane Index by Four
oil; such as a research formulation, commercial oil, or candi-
Variable Equation
date oil. D4175
D4739 Test Method for Base Number Determination by
Potentiometric Hydrochloric Acid Titration
3.1.9 non-standard test, n—a test that is not conducted in
D5185 Test Method for Multielement Determination of
conformance with the requirements in the standard test
Used and Unused Lubricating Oils and Base Oils by
method; such as running on an uncalibrated test stand, using
Inductively Coupled Plasma Atomic Emission Spectrom-
different test equipment, applying different equipment assem-
etry (ICP-AES)
bly procedures, or using modified operating conditions. D4175
D5453 Test Method for Determination of Total Sulfur in
3.1.10 oxidation, n—of engine oil, the reaction of the oil
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
with an electron acceptor, generally oxygen, that can produce
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
deleterious acidic or resinous materials often manifested as
D5967 Test Method for Evaluation of Diesel Engine Oils in
sludge formation, varnish formation, viscosity increase, or
T-8 Diesel Engine
corrosion, or combination thereof.
D6278 Test Method for Shear Stability of Polymer Contain-
3.1.11 reference oil, n—an oil of known performance
ing Fluids Using a European Diesel Injector Apparatus
characteristics, used as a basis for comparison.
D6896 Test Method for Determination of Yield Stress and
3.1.11.1 Discussion—Reference oils are used to calibrate
Apparent Viscosity of Used Engine Oils at Low Tempera-
testing facilities, to compare the performance of other oils, or
ture
to evaluate other materials (such as seals) that interact with
D7109 Test Method for Shear Stability of Polymer-
oils. D4175
Containing Fluids Using a European Diesel Injector Ap-
paratus at 30 Cycles and 90 Cycles
3.1.12 sludge, n—in internal combustion engines, a deposit,
D7422 Test Method for Evaluation of Diesel Engine Oils in
principally composed of insoluble resins and oxidation prod-
T-12 Exhaust Gas Recirculation Diesel Engine
ucts from fuel combustion and the lubricant, that does not drain
E29 Practice for Using Significant Digits in Test Data to
from engine parts but can be removed by wiping with a cloth.
Determine Conformance with Specifications
D4175
3.1.13 standard test, n—a test on a calibrated test stand,
3. Terminology
using the prescribed equipment that is assembled in accordance
3.1 Definitions:
with the requirements in the test method, and conducted in
3.1.1 blind reference oil, n—a reference oil, the identity of
accordance with the specified operating conditions.
which is unknown by the test facility.
3.1.14 varnish, n—in internal combustion engines, a hard,
3.1.1.1 Discussion—This is a coded reference oil that is
dry, generally lustrous deposit that can be removed by solvents
submitted by a source independent from the test facility. D4175
but not by wiping with a cloth. D4175
3.1.2 blowby, n—in internal combustion engines, that por-
3.1.15 wear, n—the loss of material from a surface, gener-
tion of the combustion products and unburned air/fuel mixture
ally occurring between two surfaces in relative motion, and
that leaks past piston rings into the engine crankcase during
resulting from mechanical or chemical action, or a combination
operation.
of both. D7422
3.1.3 calibrate, v—to determine the indication or output of a
device (for example, thermometer, manometer, engine) with
4. Summary of Test Method
respect to that of a standard.
4.1 The test operation involves use of a Mack E-TECH
3.1.4 candidate oil, n—an oil that is intended to have the
V-MAC III diesel engine with Exhaust Gas Recirculation
performance characteristics necessary to satisfy a specification
(EGR). Two oil flushes, each for 30 min, are followed by a test
and is intended to be tested against that specification. D4175
at constant speed and torque conditions for 252 h.
3.1.5 exhaust gas recirculation (EGR), n—the mixing of
4.2 Take oil samples periodically and analyze for viscosity
exhaust gas with intake air to reduce the formation of nitrogen
increase and soot content.
oxides (NO ). Automotive Handbook
x
4.3 Engine rebuilds may be necessary as indicated by
degradation of test parameters and are left to the discretion of
the test laboratory. At rebuild, the power section of the engine
Available from Robert Bosch GmbH, Postfach 50, D-7000 Stuttgart 1,
Germany. is disassembled, solvent-cleaned, and rebuilt, using all new
D7156 − 24
pistons, rings, cylinder liners, valves, and valve guides, in strict 6.2.3 Auxiliary Oil System:
accordance with furnished specification. 6.2.3.1 To maintain a constant oil level in the pan, provide
an additional minimum volume sump of 11.4 L by using a
4.4 Solvent-clean the engine crankcase and replace worn or
separate closed tank connected to the engine sump. Circulate
defective parts.
oil through the system with an auxiliary pump. The system
4.5 Equip the test stand with appropriate accessories for
schematic is shown in Fig. A1.1, Annex A1. The inside
controlling speed, torque, and various engine operating condi-
diameters of the No. 6 and No. 8 lines are 10 mm and 13 mm,
tions.
respectively. Use a minimum No. 8 size vent line. Equivalent
lines may be substituted for Aeroquip lines provided they have
5. Significance and Use
the proper inside diameters.
5.1 This test method was developed to evaluate the viscosity
6.2.3.2 Locate the auxiliary oil system suction line on the
increase and soot concentration (loading) performance of
exhaust side of the oil pan, so that the inside bottom of the
engine oils in turbocharged and intercooled four-cycle diesel
auxiliary oil system suction fitting is down from the oil pan rail
engines equipped with EGR. Obtain results from used oil
by 152 mm, and back from the front of the pan by 178 mm.
analysis.
Refer to Fig. A1.4, Annex A1. Connect the auxiliary oil system
return line to the power steering pump cover on the front
5.2 The test method can be used for engine oil specification
acceptance when all details of the procedure are followed. timing gear cover. Refer to Fig. A1.5, Annex A1. Connect the
auxiliary oil scale vent line to the top of the auxiliary oil sump
6. Apparatus
bucket and the dipstick tube opening.
6.2.3.3 Use Viking Pump Model SG053514 as the auxiliary
6.1 General Description:
oil pumps (see A2.9). Nominal pump speed is 1725 r ⁄min. Shut
6.1.1 The test engine is a Mack E-TECH V-MAC III,
off the auxiliary oil pumps if the auxiliary oil system goes dry.
electronically controlled fuel injection with six electronic unit
pumps, using 2002 cylinder heads (Annex A2). It is an open- 6.2.3.4 Use a sight glass to aid in determining the oil level
should the auxiliary oil system run dry. An example of a sight
chamber, in-line, six-cylinder, four-stroke, turbocharged,
charge air-cooled, and compression ignition engine. The bore glass setup is shown in Fig. A1.18, Annex A1.
6.2.4 Oil Cooling System:
and stroke are 124 mm by 165 mm, and the displacement is
12 L. 6.2.4.1 Use the oil cooler adapter blocks to mount the oil
6.1.2 The ambient laboratory atmosphere shall be relatively cooler to the engine. The adapter blocks are available from the
free of dirt and other contaminants as required by good supplier list in A2.6, Annex A2.
laboratory standards. Filtering air, controlling temperature, and 6.2.4.2 Use the oil filter housing (part number 27GB525M)
controlling humidity in the engine buildup area helps prevent
shown in Fig. A1.8, Annex A1.
accumulation of dirt and other contaminants on engine parts
6.2.5 Blowby Meter—Use a meter capable of providing data
and aids in measuring and selecting parts for assembly.
at a minimum frequency of 6 min. To prevent blowby conden-
sate from draining back into the engine, ensure the blowby line
6.2 The Test Engine:
has a downward slope to a collection bucket. Ensure the
6.2.1 Mack T-11 Test Engine—The engine and cylinder
collection bucket has a minimum volume of 18.9 L. Locate the
heads are available from Mack Trucks, Inc. A complete parts
blowby meter downstream of the collection bucket. The slope
list is shown in Table A2.1, Annex A2. Use test parts on a
of the blowby line downstream of the collection bucket is
first-in/first-out basis.
unspecified.
6.2.2 Engine Cooling System:
6.2.6 Air Supply and Filtration—Use the Mack air filter
6.2.2.1 Use a new Mack coolant conditioner shown in Table
element and the Mack filter housing shown in A2.3, Annex A2.
A2.1, Annex A2, every test, to limit scaling in the cooling
Replace the filter cartridge when a ΔP of 2.5 kPa is reached.
system. At the expansion tank, pressurize the system to
Install an adjustable valve (flapper) in the inlet air system at
103 kPa. Use the coolant shown in 7.3.
least two pipe diameters before any temperature, pressure, and
6.2.2.2 Use a closed-loop, pressurized external engine cool-
humidity measurement devices. Use the valve to maintain inlet
ing system composed of a nonferrous core heat exchanger,
air restriction within required specifications.
reservoir, and water-out temperature control valve. The system
6.2.7 Fuel Supply—Heating, cooling, or both of the fuel
shall prevent air entrainment and control jacket temperatures
supply may be required. See Fig. A1.2, Annex A1, for a
within the specified limit. Install a sight glass between the
recommended system.
engine and the cooling tower to check for air entrainment and
6.2.8 Intake Manifold and Temperature Control—Use stain-
uniform flow in an effort to prevent localized boiling. Block the
less steel intake manifolds (P/N M10105GCX4332RSS for
thermostat wide open.
front manifold, M10105GCX5212RSS for rear manifold)
6.2.2.3 Flow the coolant from the engine block fitting to the
available from the supplier listed in A2.2, Annex A2. Use an
EGR coolers, see Fig. A1.3, Annex A1. Return the EGR
intercooler suited to control intake manifold temperature to the
coolant flow to the engine coolant-in line, near the coolant
setpoint prescribed in Table 2.
pump inlet, see Fig. A1.7, Annex A1.
Mack Service Manuals are available from local Mack Trucks, Inc. distributors.
Aeroquip lines are available at local hose distributors.
D7156 − 24
6.2.9 Injection Timing Control—Remove the engine intake 8.1.5 Cylinder Head—Clean the cylinder heads using a wire
manifold temperature sensor. Use the intake manifold tempera- brush to remove deposits and rinse with solvent to remove any
ture to control injection timing in accordance with the Tem- sludge and oil and then air-dry. Additionally, wash with solvent
perature to Injection Timing Correlation shown in Annex A4. after the use of an engine parts washer.
6.2.10 Oil Pump—Use a Mack P/B 315GC465BM oil
8.1.6 Intake Manifold—At a minimum, clean the intake
pump. The oil pump is available from the supplier listed in
manifold at rebuild. Frequency of cleaning between rebuilds is
A2.2, Annex A2.
at the laboratory’s discretion. Scrub the manifold using a nylon
6.2.11 EGR Venturi Unit—Use a stainless steel EGR venturi
brush and solvent, and then wash the manifold using an engine
unit, P/N 762GBX433SS, available from the supplier listed in
parts washer.
A2.2, Annex A2.
8.1.7 EGR Coolers—Clean by flushing with solvent and
6.2.12 Fuel Pressure Regulator—Use a P/N 691GC227M2
then air-drying, see 7.4. At a minimum, clean at rebuild.
fuel pressure regulator.
Frequency of cleaning between rebuilds is at the laboratory’s
discretion.
7. Engine Fluids
8.1.8 EGR Venturi Unit—Spray with solvent and scrub with
7.1 Test Oil—Use approximately 98 L of test oil for the test.
a nylon brush. At a minimum, clean at rebuild. Frequency of
7.2 Test Fuel—Use PC-9-HS test fuel from Chevron Phil- cleaning between rebuilds is at the laboratory’s discretion.
lips. The fuel shall have the properties and tolerances shown in
8.2 Valves, Seats, Guides, and Springs:
the “PC-9-HS Fuel Specification” section of the “TMC-
8.2.1 Replace valves, valve guides, seat inserts, valve stem
Monitored Test Fuel Specifications” document maintained by
keys and valve stem seals at rebuild.
the TMC.
8.2.2 Use oil when reaming guides. Hone finish, if desired.
7.3 Engine Coolant—Use either Pencool 3000 coolant ad-
Valve stem-to-guide clearance shall be 0.038 mm to 0.089 mm
ditive or Chevron Delo Extended Life Coolant 50/50. Use
for intake and 0.064 mm to 0.114 mm for exhaust.
Pencool 3000 coolant additive at the manufacturer’s recom-
8.3 Cylinder Liner, Piston, and Piston Ring Assembly:
mended rate in demineralized water with less than 0.03 g ⁄L of
8.3.1 Cylinder Liner Fitting—For proper heat transfer, fit
salts or distilled water. Chevron Delo Extended Life Coolant
cylinder liners to the block in accordance with the procedure
50/50 is purchased premixed and should not be diluted.
outlined in the Mack Service Manual.
Pencool 3000 may be obtained from the supplier shown in
8.3.2 Piston and Rings—Cylinder liners, pistons, and rings
A2.7, Annex A2, and Chevron Delo Extended Life Coolant
are provided as a set and used as a set. Examine piston rings for
50/50 is available from local automotive distributors.
any handling damage.
7.4 Cleaning Materials—Use a solvent meeting Specifica-
8.4 Injectors and Injection Pumps:
tion D235, Type II, Class C for cleaning parts. (Warning—Use
adequate safety precautions with all solvents and cleaners.) 8.4.1 Injectors—Injector nozzles are available from the
Other materials such as diesel fuel may be required by some supplier shown in A2.2, Annex A2. Check the injector opening
labs in order to ensure parts cleanliness.) pressure at rebuild. Reset the injector opening pressure if it is
outside the specification of 24 000 kPa + 2000 kPa. If operat-
8. Preparation of Apparatus at Rebuild
ing parameters indicate deterioration of injectors, they may be
8.1 Cleaning of Parts:
checked and reset, if necessary.
8.1.1 Engine Block—Thoroughly spray the engine with
8.4.2 Injection Pumps—The electronic unit pumps (EUP)
solvent to remove any oil remaining from the previous test and
may be changed at any time using the procedure specified in
air-dry, see 7.4. Additionally, wash with solvent after the use of
the Mack Service Manual. Be sure to enter the EUP’s four-digit
an engine parts washer.
calibration code into the Engine Control Unit (ECU). The
8.1.2 Rocker Covers and Oil Pan—Remove all sludge,
calibration code can be found on the EUP label.
varnish, and oil deposits. Rinse with solvent and air-dry.
8.5 Assembly Instructions:
Additionally, wash with solvent after the use of an engine parts
8.5.1 General—Use only specified test parts for this test
washer.
without material or dimensional modification. Obtain approval
8.1.3 Auxiliary Oil System—Flush all oil lines, galleries and
from the Test Monitoring Center (TMC) for exceptions such as
external oil reservoirs first with solvent to remove any previous
a temporary parts supply problem and then note the exception
test oil and then air-dry.
in the test report. Use only genuine Mack Truck Inc. parts as
8.1.4 Oil Cooler and Oil Filter—Flush the oil cooler and
replacement test engine parts. Assemble all parts as illustrated
filter lines first with solvent to remove any previous test oil and
in the Mack Service Manual except where otherwise noted.
then air-dry. Additionally, wash with solvent after the use of an
Target all dimensions for the means of the specifications. Use
engine parts washer.
Bulldog Premium EO-N Premium Plus Oil for lubricating parts
during assembly (or later); see A2.10, Annex A2.
The sole source of supply for test fuel known to the committee at this time is
PC-9-HS Reference Diesel Fuel from Chevron Phillips Chemical Company LP, 8.5.1.1 Thermostat—Block the thermostat wide open.
10001 Six Pines Drive, The Woodlands, TX 77380. If you are aware of alternative
8.5.1.2 Rod Bearings—Install new rod bearings at rebuild.
suppliers, please provide this information to ASTM International Headquarters.
8.5.1.3 Main Bearings—Install new main bearings at re-
Your comments will receive careful consideration at a meeting of the responsible
technical committee, which you may attend. build.
D7156 − 24
8.5.1.4 Piston Under-crown Cooling Nozzles—Take particu- the oil pan, from the front by 127 mm and from the top by
lar care in assembling the piston under-crown cooling nozzles 178 mm. The thermocouple length is 102 mm. Refer to Fig.
to ensure proper piston cooling, see the Mack Service Manual. A1.4, Annex A1.
8.6.2.6 Intake Air Temperature—Locate the intake air ther-
NOTE 1—Proper oil pressure is also important to ensure sufficient oil
mocouple in the center of the air stream at the turbocharger
volume for proper cooling.
inlet as shown in Fig. A1.9, Annex A1. Locate the temperature
8.5.2 New Parts—Use test parts on a first-in/first-out basis.
thermocouple upstream of the compressor inlet connection
Install the following new parts for each rebuild, see Table A2.1,
approximately 102 mm. It is not necessary to control intake air
Annex A2 for part numbers:
humidity, but measurements are required.
8.5.2.1 Cylinder liners.
8.6.2.7 Fuel In—Locate a thermocouple at the fitting on the
8.5.2.2 Pistons.
outlet side of the fuel transfer pump as shown in Fig. A1.10,
8.5.2.3 Piston rings.
Annex A1.
8.5.2.4 Overhaul gasket set.
8.6.2.8 Pre-Turbine Exhaust—Locate one thermocouple in
8.5.2.5 Oil filters. each side of the exhaust manifold section see Fig. A1.11,
Annex A1. Locate the thermocouple downstream of the pre-
8.5.2.6 Engine coolant conditioner.
turbine exhaust pressure sensor.
8.5.2.7 Primary fuel filter.
8.6.2.9 Exhaust Tailpipe—Locate a thermocouple in the
8.5.2.8 Secondary fuel filter.
exhaust pipe downstream of the turbine in accordance with Fig.
8.5.2.9 Valve stem seals and keys.
A1.12, Annex A1.
8.5.2.10 Valve guides and inserts.
8.6.2.10 Intake Manifold—Locate a thermocouple at the
8.5.2.11 Valves.
tapped fitting on the intake air manifold as shown in Fig.
8.5.2.12 Connecting rod bearings.
A1.13, Annex A1.
8.5.2.13 Main bearings.
8.6.2.11 EGR Cooler Inlet—Distinct EGR cooler inlet tem-
8.5.2.14 Thrust washers.
perature measurements are not necessary. Use the pre-turbine
exhaust temperatures instead see 8.6.2.8.
8.6 Measurements:
8.6.2.12 EGR Cooler Outlet—Locate a thermocouple as
8.6.1 Calibrations—Calibrate thermocouples, pressure
shown in Fig. A1.14, Annex A1.
gages, speed, and fuel flow measuring equipment prior to each
8.6.2.13 EGR Pre-Venturi—Locate a thermocouple as
reference oil test or at any time readout data indicates a need.
shown in Fig. A1.15, Annex A1. Locate the EGR pre-venturi
Conduct calibrations with at least two points that bracket the
thermocouple downstream of the EGR pre-venturi pressure
normal operating range. Make these calibrations part of the
sensor pickup.
laboratory record. During calibration, connect leads, hoses, and
8.6.2.14 Additional—Monitor any additional temperatures
read-out systems in the normally used manner and calibrate
that the test laboratory regards as helpful in providing a
with necessary standards. For controlled temperatures, im-
consistent test procedure.
merse thermocouples in calibration baths. Calibrate standards
8.6.3 Pressures—Pressure measurements, sensors, and sen-
with instruments traceable to the National Institute of Stan-
sor calibrations shall conform to the research report.
dards and Technology (NIST) on a yearly basis.
8.6.3.1 Before Oil Filter—Locate pickup at tapped hole on
8.6.2 Temperatures:
oil cooler fitting. See Fig. A1.16, Annex A1.
8.6.2.1 General—Measure temperatures with thermo-
8.6.3.2 After Oil Filter (Main Oil Gallery)—Locate pickup
couples and conventional readout equipment or equivalent. For
at the left port of the filter-housing. See Fig. A1.8, Annex A1.
temperatures in the 0 °C to 150 °C range, calibrate temperature
measuring systems to 6 0.5 °C for at least two temperatures
NOTE 2—The E7 engine has only one oil gallery, which serves as both
that bracket the normal operating range. Insert all thermo-
a main gallery and piston-cooling gallery.
couples so that the tips are located midstream of the flow unless
8.6.3.3 Pre-Turbine Exhaust—Locate pickup in each side of
otherwise indicated.
exhaust manifold section (tap is upstream of the pre-turbine
8.6.2.2 Ambient Air—Locate thermocouple in a convenient,
temperature thermocouple), see Fig. A1.11, Annex A1. This
well-ventilated position between 2 m and 3 m from the engine
measurement is not mandatory, but it is recommended for
and hot accessories.
diagnostic and safety purposes.
8.6.2.3 Coolant—Locate the coolant-out thermocouple in
8.6.3.4 Intake Manifold (Air Boost)—Take measurement at
the water manifold prior to the thermostat housing. Locate in
tapped fitting provided on the intake manifold as shown in Fig.
center of water stream. Refer to Fig. A1.6, Annex A1. Locate
A1.17, Annex A1.
the coolant-in thermocouple anywhere between the heat ex-
8.6.3.5 Intake Air Pressure (Intake Air Restriction)—
changer and the coolant pump inlet (upstream of the junction
Measure with a Keil Probe (p/n KDF-8-W required) located
with the EGR coolant return). Refer to Fig. A1.7, Annex A1.
upstream of the compressor inlet (see Fig. A1.9, Annex A1)
8.6.2.4 Oil Gallery—Locate thermocouple at the center port
on the filter housing. Insertion depth is 98 mm. Refer to Fig.
A1.8, Annex A1.
Supporting data have been filed at ASTM International Headquarters and may
8.6.2.5 Oil Sump Temperature—Using a front sump oil pan
be obtained by requesting Research Report RR:D02-1218. Contact ASTM Customer
configuration, locate the thermocouple on the exhaust side of Service at [e-mail].
D7156 − 24
approximately 203 mm. The probes may be obtained from the pumps and add an additional 24.8 kg of test oil to the engine.
supplier shown in A2.10. This oil may be added directly through the engine oil fill tube.
8.6.3.6 Exhaust Back—Locate pickup in exhaust pipe after
9.1.2 Pretest Break-In Sequence for New Engine Builds—
turbocharger in center of exhaust stream. Measure exhaust Use a break-in sequence for a new engine build. Start the
backpressure in a straight section of pipe, downstream of the
engine as described in Annex A5. Run the break-in at the test
turbo by (305 to 406) mm, with a pressure tap hole as shown operating conditions shown in Table 2 for 1 h. At the end of
in Fig. A1.12, Annex A1.
1 h, shut down the engine in accordance with Annex A5. Drain
8.6.3.7 Crankcase Pressure—Locate pickup at any location the oil from the oil pan and auxiliary oil reservoir. Replace all
in the auxiliary oil system vent line, such as between the
oil filters. Refill the engine with test oil, see 9.1.1, and conduct
dipstick tube fitting and the top of the auxiliary oil sump the test in accordance with 9.4.
bucket.
9.1.3 Pretest Oil Flush Sequence for Existing Engine
8.6.3.8 Compressor Discharge—Locate pickup within
Builds:
152 mm of the second compressor.
9.1.3.1 For an existing engine build, a pretest flush sequence
8.6.3.9 Coolant System—Locate pickup at the top of the
is required. Start the engine as described in Annex A5. Run a
coolant system expansion tank.
pretest oil flush at the test operating conditions shown in Table
8.6.3.10 Barometric Pressure—Locate barometer in a con-
2 for 30 min. At the end of 30 min, shut down the engine as
venient location in the lab, above ground level approximately
describe in Annex A5. Drain the oil from the oil pan and
1.2 m.
auxiliary oil reservoir. Refill the engine with oil, see 9.1.1, and
8.6.3.11 EGR Pre-Venturi Pressure—Locate pickup as
repeat the flush sequence once. For tests on an existing engine
shown in Fig. A1.15, Annex A1. Locate the EGR pre-venturi
build, a post-test flush sequence as described in 9.4.2 should be
pressure pickup upstream of the EGR pre-venturi temperature
done prior to the pretest flushes.
thermocouple.
9.1.3.2 At the end of the second 30 min pretest flush, shut
8.6.3.12 Fuel Pressure—Locate pickup at the end of the fuel
down the engine in accordance with Annex A5. Drain the oil
rail as shown in Fig. A1.19, Annex A1.
from the oil pan and auxiliary oil reservoir. Replace all oil
8.6.4 Carbon Dioxide Sensors—Locate the intake probe as
filters. Refill the engine with test oil see 9.1.1, and conduct the
shown in Fig. A1.8, Annex A1. Locate the exhaust probe as
test in accordance with 9.4. When performing the pre-test oil
shown in Fig. A1.12, Annex A1.
charge, do not account for any hang up oil left in the oil system.
8.6.5 Engine Blowby—Connect the metering instrument to
9.2 Engine Start-Ups—Perform all engine start-ups in ac-
the filter element canister on the engine front cover.
cordance with Annex A5. Start-ups are not included as test
8.6.6 Fuel Consumption Measurements—Place the measur-
time. Test time starts as soon as the engine returns to the test
ing equipment in the fuel line before the primary fuel filter.
cycle. The start date and time of a test is defined as when the
Install the primary fuel filter before the fuel transfer pump and
engine first reaches test conditions as shown in Table 2. Crank
install the secondary filter before the unit injection pumps. Do
the engine prior to start-up to fill the engine oil passages. This
not allow the fuel return lines to become plugged. Accurate
practice will enhance engine durability significantly.
fuel consumption measurements require proper accounting of
return fuel.
9.3 Engine Shutdowns:
8.6.7 Humidity—Place the measurement equipment be-
9.3.1 Perform all non-emergency shutdowns in accordance
tween the inlet air filter and compressor in such a manner as not
with Annex A5. The shutdown operation does not count as test
to affect temperature and pressure measurements. Do not
time. Record the length and reason of each shutdown on the
condition the intake air downstream of the humidity sensor.
appropriate form.
Report humidity on the appropriate form.
9.3.2 Do not exceed ten shutdowns for all operationally
valid tests. Additionally, all operationally valid tests should not
8.7 System Time Responses—The maximum allowable sys-
exceed 150 h of downtime. Conduct an engineering review if
tem time responses are shown in Table 1. Determine system
either condition is exceeded.
time responses in accordance with the Data Acquisition and
Control Automation II (DACA II) Task Force Report.
9.4 Test Cycle:
9.4.1 The test cycle includes a break-in or a pretest oil flush
9. Procedure
sequence as shown in 9.1.2 and 9.1.3. Test operating conditions
9.1 Pretest Procedure:
are shown in Table 2. Conduct the test at these test conditions
9.1.1 Initial Oil Fill for Flush or Break-In—The initial oil
by operating for 252 h. Follow the test with a post-test oil flush
fill is 28.1 kg of test oil. Add the first 3.3 kg of fresh test oil to
sequence see 9.4.2 unless the engine build life has been
the oil filters (half in each filter), then turn on the auxiliary oil
exhausted, at which point the engine is torn down for rebuild.
9.4.1.1 At any time during the test, injection timing may be
TABLE 1 Maximum Allowable System Time Responses changed 63.0° BTDC from the initial timing to ensure meeting
the 96 h, 192 h, and 228 h soot windows. See 11.7.
Measurement Type Time Response (s)
9.4.2 Post-Test Oil Flush Sequence:
Speed 2.0
Temperature 3.0
9.4.2.1 Within 30 min of EOT, begin the post-test flush by
Pressure 3.0
draining the oil pan and auxiliary oil reservoir. Remove the oil
Flow 45.0
filters, including the centrifugal filter. As soon as possible,
D7156 − 24
TABLE 2 Test Conditions
Parameters Limits
Test
Time, h 252
A
Injection timing, °BTDC Variable
B
Controlled Parameters
Speed, r/min 1800
Fuel flow, kg/h 53.5
Intake CO Level, % 1.5 ± 0.05
Inlet manifold temperature, °C 70
Coolant out temperature, °C 66
Fuel in temperature, °C 40
Oil gallery temperature, °C 88
Intake air temperature, °C 25
C
Ranged Parameters
Inlet air restriction, kPa 3.5–4.0
Inlet manifold pressure, kPa 140 minimum
Exhaust back pressure, kPa 2.7–3.5
Crankcase pressure, kPa 0.25–0.75
Uncontrolled Parameters
Power, kW ;257
D D
Torque, N·m Record
Exhaust temperature, °C
Pre-turbine Record
Tailpipe Record
Oil sump temperature, °C Record
Coolant in temperature, °C Record
EGR cooler inlet temperature front, °C Record
EGR cooler outlet temperature rear, °C Record
EGR pre-venturi temperature, °C Record
Inlet air dew point, °C Record
Inlet air humidity, g/kg Record
Blowby, L/min Record
Pre-turbine exhaust pressure, kPa Record
Main gallery oil pressure, kPa Record
Fuel pressure Record
E
Oil filter ΔP, kPa Not to exceed 207
A
For pretest and post-test oil flushes, injection timing is not specified.
B
All control parameters shall be targeted at the mean indicated.
C
All ranged parameters shall fall within the specified ranges.
D
At 98.2 kPa and 29.5 °C dry air.
E
If oil filter ΔP exceeds 207 kPa, change the two full flow filters. If the filters are changed, attempt to recover as much oil as possible by draining the filters. No new oil
is to be added. The test report shall indicate if the filters are changed.
install new filters, refill (see 9.1.1) with Bulldog EO-N Pre- 9.6 Oil Mass Measurements—Record the oil mass every
mium Plus Oil, and run at test conditions as shown in Table 2 6 min and compute the oil consumption, see 10.3, from these
for 30 min. readings.
9.4.2.2 Drain the post-test flush oil from the oil pan and the
9.7 Fuel Samples—Take fuel samples (two 1 L samples)
auxiliary oil reservoir. Flush the engine and auxiliary oil
prior to the start of test and at EOT.
system with solvent until clean. Remove the oil pan and
9.8 Periodic Measurements:
solvent clean and then reassemble. To remove the solvent, fill
9.8.1 Make measurements at 6 min intervals on the param-
the engine with Bulldog EO-N Premium Plus oil and run the
eters listed in 9.8.2 and record statistics on the appropriate
final post-test oil flush at test conditions for 30 min (see Table
form. Use automatic data acquisition. Recorded values shall
2). Drain the oil from the oil pan and auxiliary oil reservoir.
have minimum resolution as shown in Table 3. Characterize
The engine is now ready for the pretest flush sequence for the
the procedure used to calculate the data averages on the
next test.
appropriate form.
9.4.3 Operational Validity—Determine operational validity
9.8.2 Parameters:
in accordance with Annex A3.
9.8.2.1 Speed, r/min.
9.5 Oil Samples—Take 120 mL oil samples at every 12 h
9.8.2.2 Torque, N·m.
interval. Take the EOT oil sample within 30 min of test
9.8.2.3 Oil gallery temperature, °C.
completion. Obtain oil samples from the pre-filter pressure
9.8.2.4 Oil sump temperature, °C.
port, refer to Fig. A1.16, Annex A1. Accomplish this by
9.8.2.5 Coolant out temperature, °C.
installing a tee fitting, a small petcock valve, and 254 mm to
9.8.2.6 Coolant in temperature, °C.
305 mm of No. 4 Aeroquip line from which the sample is
9.8.2.7 Intake air temperature, °C.
taken. Prior to each sample, take a 240 mL purge. After
sampling has been completed, return the purge to the engine. 9.8.2.8 Intake manifold temperature, °C.
D7156 − 24
TABLE 3 Minimum Resolution of Recorded Measurements
ΔP 5 ΔP 2 ΔP (1)
Increase max initial
Parameter Record Data to Nearest
where:
Speed 1 r/min
Fuel flow 0.1 kg/h
ΔP = the maximum ΔP across the oil filter.
max
Coolant temperatures 0.1 °C
ΔP = the ΔP across the oil filter at the start of test
initial
Fuel in temperature 0.1 °C
conditions.
Intake air temperature 0.1 °C
Intake manifold temperature 0.1 °C
9.11.2 If an oil filter change is made, add the oil filter ΔP
Exhaust back pressure 0.1 kPa
Inlet air restriction 0.1 kPa value obtained after the filter change to the oil filter ΔP
Torque 1 N•m
obtained prior to the filter change. If a shutdown occurs, add
Power 1 kW
the oil filter ΔP value obtained after the shutdown to the oil
Humidity 0.1 g/kg
filter ΔP obtained prior to the shutdown. Change the oil filter if
Blowby 1 L/min
Inlet air dew point 1 °C
the filter pressure differential (not the ΔP ) exceeds
Increase
Oil temperatures 0.1 °C
207 kPa. Report oil filter ΔP on the appropriate form.
Exhaust temperatures 1 °C Increase
EGR temperatures 1 °C
Oil pressures 1 kPa
10. Inspection of Engine, Fuel, and Oil
Crankcase pressure 0.1 kPa
Intake manifold pressure 1 kPa 10.1 Oil Inspection:
Fuel pressure 1 kPa
10.1.1 Analyze each oil sample for viscosity at 100 °C in
Oil mass 0.001 kg
accordance with Test Method D5967, Annex A3. Determine
viscosity increase using the 90-pass DIN shear viscosity, see
10.1.5, as the minimum viscosity. To maintain accuracy and
9.8.2.9 Intake manifold pressure, kPa.
precision conduct all viscosity measurements at a TMC-
9.8.2.10 Fuel flow, s/kg or kg/h.
calibrated laboratory.
9.8.2.11 Fuel inlet temperature, °C.
10.1.2 Analyze each oil sample for soot content in accor-
9.8.2.12 Tailpipe exhaust back pressure, kPa.
dance with Test Method D5967, Annex A4. To maintain
9.8.2.13 Before filter oil pressure, kPa.
accuracy and precision conduct all soot measurements at a
9.8.2.14 Main gallery oil pressure, kPa.
TMC-calibrated laboratory. Report soot to two decimals.
9.8.2.15 Crankcase pressure, kPa.
10.1.3 Every 24 h, starting with the 12 h oil sample and
9.8.2.16 Pre-turbine exhaust temperature, front manifold,
including new and EOT samples, determine base number in
°C.
accordance with Test Method D4739; determine acid number
9.8.2.17 Pre-turbine exhaust temperature, rear manifold, °C.
in accordance with Test Method D664; determine oxidation
9.8.2.18 Inlet air restriction, kPa.
using integrated IR.
9.8.2.19 Tailpipe exhaust temperature, °C.
10.1.4 Every 24 h, starting with the 24 h oil sample and
9.8.2.20 Crankcase blowby, L/min (see 9.10).
including new and EOT samples, determine iron, lead, copper,
9.8.2.21 Pre-turbine exhaust pressure, front manifold, kPa.
chromium, aluminum, silicon, tin, and sodium levels in accor-
9.8.2.22 Pre-turbine exhaust pressure, rear manifold, kPa.
dance with Test Method D5185.
9.8.2.23 Inlet air humidity, g/kg.
10.1.5 For the new oil sample only, determine the 30-pass
9.8.2.24 EGR cooler outlet temperature, °C.
DIN shear viscosity in accordance with Test Method D6278 or
9.8.2.25 EGR pre-venturi temperature, °C.
D7109. Also for the new oil sample, determine the 90-pass
9.8.2.26 Inlet air dew point, °C.
DIN shear viscosity in accordance with Test Method D7109.
9.8.2.27 Oil mass, kg.
10.1.6 For the 180 h and EOT oil samples, determine MRV
9.8.2.28 Fuel pressure, kPa.
viscosity at −20 °C in accordance with Test Method D6896. As
9.8.3 Carbon Dioxide Measurements—Measure intake and
part of the MRV measurement procedure, be sure to prepare the
exhaust carbon dioxide levels every 4 h. Calibrate the mea-
sample in accordance with A4.3, Annex A4 of Test Method
surement equipment with span gases prior to each measure-
D5967. The maximum reported result is 400 Pa·s, and use this
ment.
value if the results are too viscous to measure.
9.9 Blowby—Record the crankcase blowby on the appropri- 10.1.7 For the 96 h, 192 h, and EOT oil samples, determine
ate form. Take care to prevent oil traps from occurring in the fuel dilution in accordance with Test Method D3524.
blowby line at any time during operation. 10.1.8 Conduct all oil analyses as soon as possible after
sampling.
9.10 Centrifugal Oil Filter Mass Gain—Prior to the start of
test, determine the mass of the centrifugal oil filter canister. At 10.2 Fuel Inspections—Use fuel purchase inspection re-
EOT, remove the centrifugal oil filter canister from the engine cords to ensure conformance to the specifications listed in
and drain upside down for 30 min. After draining, determine Table 1 for the last batch of fuel used during the test. In
the mass of the canister and record on the appropriate form. addition, perform the following inspections on new (0 h) and
Determine the centrifugal oil filter mass gain for each test. EOT (252 h) fuel samples: API Gravity at 15.6 °C, Test
Method D287 or D4052 Total Sulfur, mass percent, Test
9.11 Oil Filter ΔP Calculation:
Method D5453 (Test Method D2622 or D4294 can be substi-
9.11.1 The reported oil filter ΔP is the maximum oil filter ΔP
tuted). Use one 1 L sample for inspections.
that occurs as a result of the test.
Calculate the oil filter ΔP as follows: 10.3 Oil Consumption Calculation:
D7156 − 24
10.3.1 Using the oil mass measurements taken every 6 min, of the last calibration period at that laboratory. All stands at a
see 9.6, determine the oil consumption, in grams per hour, by new laboratory are considered new stands.
performing linear regression on the data starting from 25 h and 11.4.2 A new stand is a test cell and support hardware that
ending at 252 h or when the auxiliary oil sump runs dry. The has never previously been calibrated under this test method, or
oil consumption is the slope of the regression line. has not been calibrated within a year from the expiration of the
last calibration period on that stand.
10.3.1.1 Following any shutdowns, exclude 1 h of oil mass
11.4.3 Calibrate a new test stand in accordance with the
data from the regression to account for the stabilizing of the oil
Lubricant Test Monitoring System (LTMS). Generally, new
scale.
test stands require two successful calibration tests. However,
10.3.1.2 The auxiliary oil sump is considered to have run
provisions do exist within the LTMS to allow new stands to
dry when the oil mass curve shows a significant flattening
calibrate with one test, based upon previous test experience
which indicates that the oil mass is no longer decreasing.
within the laboratory.
10.3.1.3 Report the oil consumption for the test on the
11.5 Test Stand Calibration:
appropriate form. The operational validity requirement for oil
11.5.1 Test Stand Calibration—Perform a calibration test on
consumption is shown in 11.7.1.
a reference oil assigned by the TMC after 1512 non-reference
oil test hours or after six months have elapsed since the
11. Laboratory and Engine Test Stand Calibration /Non-
completion of the last successful calibration test. An unsuc-
Reference Oil Test Requirements
cessful calibration test voids any current calibration on the test
11.1 Calibration Frequency—To maintain test consistency
stand. A non-reference oil test may be started in a test stand
and severity levels, calibrate the engine and test stand at
provided at least 1 h remains in its calibration period.
regular intervals.
11.5.2 Test Engine Rebuild—A newly rebuilt test engine
does not require a calibration test. Run a break-in after a
11.2 Calibration Reference Oils—The reference oils used to
rebuild. The timing and frequency of engine rebuilds
...

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: D7156 − 19 D7156 − 24
Standard Test Method for
Evaluation of Diesel Engine Oils in the T-11 Exhaust Gas
Recirculation Diesel Engine
This standard is issued under the fixed designation D7156; 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.
1. Scope*
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics in a diesel
engine equipped with exhaust gas recirculation, including viscosity increase and soot concentrations (loading). This test method
is commonly referred to as the Mack T-11.
1.1.1 This test method also provides the procedure for running an abbreviated length test, which is commonly referred to as the
T-11A. The procedures for the T-11A are identical to the T-11 with the exception of the items specifically listed in Annex A7.
Additionally, the procedure modifications listed in Annex A7 refer to the corresponding section of the T-11 procedure.
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 SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or
where there is a sole source supply equipment specification.
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. See Annex A6 for specific safety hazards.
1.4 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.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
D93 Test Methods for Flash Point by Pensky-Martens Closed Cup Tester
D97 Test Method for Pour Point of Petroleum Products
D130 Test Method for Corrosiveness to Copper from Petroleum Products by Copper Strip Test
This test method is under the jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.B0 on Automotive Lubricants.
Current edition approved Nov. 1, 2019March 1, 2024. Published November 2019March 2024. Originally approved in 2005. Last previous edition approved in 20172019
as D7156 – 17.D7156 – 19. DOI: 10.1520/D7156-19.10.1520/D7156-24.
The Until the next revision of this test method, the ASTM Test Monitoring Center (TMC) will update changes in this test method by means of Information Letters. This
edition includes all information letters through 19-1. Information lettersInformation Letters may be obtained from the ASTM Test Monitoring Center, 6555 Penn Ave.,
Pittsburgh, PA 15206-4489, Attention: Administrator. 203 Armstrong Drive, Freeport, PA 16229, Attention: Director, www.astmtmc.org. This edition incorporates revisions
in all Information Letters through No. 23-1.
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 ASTM website.
*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
D7156 − 24
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
D287 Test Method for API Gravity of Crude Petroleum and Petroleum Products (Hydrometer/Method)
D445 Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
D482 Test Method for Ash from Petroleum Products
D524 Test Method for Ramsbottom Carbon Residue of Petroleum Products
D613 Test Method for Cetane Number of Diesel Fuel Oil
D664 Test Method for Acid Number of Petroleum Products by Potentiometric Titration
D976 Test Method for Calculated Cetane Index of Distillate Fuels
D1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption
D2274 Test Method for Oxidation Stability of Distillate Fuel Oil (Accelerated Method)
D2500 Test Method for Cloud Point of Petroleum Products and Liquid Fuels
D2622 Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-ray Fluorescence Spectrometry
D2709 Test Method for Water and Sediment in Middle Distillate Fuels by Centrifuge
D3524 Test Method for Diesel Fuel Diluent in Used Diesel Engine Oils by Gas Chromatography
D4052 Test Method for Density, Relative Density, and API Gravity of Liquids by Digital Density Meter
D4175 Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
D4294 Test Method for Sulfur in Petroleum and Petroleum Products by Energy Dispersive X-ray Fluorescence Spectrometry
D4485 Specification for Performance of Active API Service Category Engine Oils
D4737 Test Method for Calculated Cetane Index by Four Variable Equation
D4739 Test Method for Base Number Determination by Potentiometric Hydrochloric Acid Titration
D5185 Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively
Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
D5453 Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel,
and Engine Oil by Ultraviolet Fluorescence
D5967 Test Method for Evaluation of Diesel Engine Oils in T-8 Diesel Engine
D6278 Test Method for Shear Stability of Polymer Containing Fluids Using a European Diesel Injector Apparatus
D6896 Test Method for Determination of Yield Stress and Apparent Viscosity of Used Engine Oils at Low Temperature
D7109 Test Method for Shear Stability of Polymer-Containing Fluids Using a European Diesel Injector Apparatus at 30 Cycles
and 90 Cycles
D7422 Test Method for Evaluation of Diesel Engine Oils in T-12 Exhaust Gas Recirculation Diesel Engine
E29 Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications
3. Terminology
3.1 Definitions:
3.1.1 blind reference oil, n—a reference oil, the identity of which is unknown by the test facility.
3.1.1.1 Discussion—
This is a coded reference oil that is submitted by a source independent from the test facility. D4175
3.1.2 blowby, n—in internal combustion engines, that portion of the combustion products and unburned air/fuel mixture that leaks
past piston rings into the engine crankcase during operation.
3.1.3 calibrate, v—to determine the indication or output of a device (for example, thermometer, manometer, engine) with respect
to that of a standard.
3.1.4 candidate oil, n—an oil that is intended to have the performance characteristics necessary to satisfy a specification and is
intended to be tested against that specification. D4175
3.1.5 exhaust gas recirculation (EGR), n—the mixing of exhaust gas with intake air to reduce the formation of nitrogen oxides
(NO ). Automotive Handbook
x
3.1.6 heavy-duty, adj—in internal combustion engine operation, characterized by average speeds, power output and internal
temperatures that are close to the potential maximums. D4485
Available from Robert Bosch GmbH, Postfach 50, D-7000 Stuttgart 1, Germany.
D7156 − 24
3.1.7 heavy-duty engine, n—in internal combustion engine types, one that is designed to allow operation continuously at or close
to its peak output.
3.1.8 non-reference oil, n—any oil other than a reference oil; such as a research formulation, commercial oil, or candidate oil.
D4175
3.1.9 non-standard test, n—a test that is not conducted in conformance with the requirements in the standard test method; such
as running on an uncalibrated test stand, using different test equipment, applying different equipment assembly procedures, or using
modified operating conditions. D4175
3.1.10 oxidation, n—of engine oil, the reaction of the oil with an electron acceptor, generally oxygen, that can produce deleterious
acidic or resinous materials often manifested as sludge formation, varnish formation, viscosity increase, or corrosion, or
combination thereof.
3.1.11 reference oil, n—an oil of known performance characteristics, used as a basis for comparison.
3.1.11.1 Discussion—
Reference oils are used to calibrate testing facilities, to compare the performance of other oils, or to evaluate other materials (such
as seals) that interact with oils. D4175
3.1.12 sludge, n—in internal combustion engines, a deposit, principally composed of insoluble resins and oxidation products from
fuel combustion and the lubricant, that does not drain from engine parts but can be removed by wiping with a cloth. D4175
3.1.13 standard test, n—a test on a calibrated test stand, using the prescribed equipment that is assembled in accordance with the
requirements in the test method, and conducted in accordance with the specified operating conditions.
3.1.14 varnish, n—in internal combustion engines, a hard, dry, generally lustrous deposit that can be removed by solvents but not
by wiping with a cloth. D4175
3.1.15 wear, n—the loss of material from a surface, generally occurring between two surfaces in relative motion, and resulting
from mechanical or chemical action, or a combination of both. D7422
4. Summary of Test Method
4.1 The test operation involves use of a Mack E-TECH V-MAC III diesel engine with Exhaust Gas Recirculation (EGR). Two oil
flushes, each for 30 min, are followed by a test at constant speed and torque conditions for 252 h.
4.2 Take oil samples periodically and analyze for viscosity increase and soot content.
4.3 Engine rebuilds may be necessary as indicated by degradation of test parameters and are left to the discretion of the test
laboratory. At rebuild, the power section of the engine is disassembled, solvent-cleaned, and rebuilt, using all new pistons, rings,
cylinder liners, valves, and valve guides, in strict accordance with furnished specification.
4.4 Solvent-clean the engine crankcase and replace worn or defective parts.
4.5 Equip the test stand with appropriate accessories for controlling speed, torque, and various engine operating conditions.
5. Significance and Use
5.1 This test method was developed to evaluate the viscosity increase and soot concentration (loading) performance of engine oils
in turbocharged and intercooled four-cycle diesel engines equipped with EGR. Obtain results from used oil analysis.
5.2 The test method can be used for engine oil specification acceptance when all details of the procedure are followed.
D7156 − 24
6. Apparatus
6.1 General Description:
6.1.1 The test engine is a Mack E-TECH V-MAC III, electronically controlled fuel injection with six electronic unit pumps, using
2002 cylinder heads (Annex A2). It is an open- chamber, in-line, six-cylinder, four-stroke, turbocharged, charge air-cooled, and
compression ignition engine. The bore and stroke are 124 mm by 165 mm, and the displacement is 12 L.
6.1.2 The ambient laboratory atmosphere shall be relatively free of dirt and other contaminants as required by good laboratory
standards. Filtering air, controlling temperature, and controlling humidity in the engine buildup area helps prevent accumulation
of dirt and other contaminants on engine parts and aids in measuring and selecting parts for assembly.
6.2 The Test Engine:
6.2.1 Mack T-11 Test Engine—The engine and cylinder heads are available from Mack Trucks, Inc. A complete parts list is shown
in Table A2.1, Annex A2. Use test parts on a first-in/first-out basis.
6.2.2 Engine Cooling System:
6.2.2.1 Use a new Mack coolant conditioner shown in Table A2.1, Annex A2, every test, to limit scaling in the cooling system.
At the expansion tank, pressurize the system to 103 kPa. Use the coolant shown in 7.3.
6.2.2.2 Use a closed-loop, pressurized external engine cooling system composed of a nonferrous core heat exchanger, reservoir,
and water-out temperature control valve. The system shall prevent air entrainment and control jacket temperatures within the
specified limit. Install a sight glass between the engine and the cooling tower to check for air entrainment and uniform flow in an
effort to prevent localized boiling. Block the thermostat wide open.
6.2.2.3 Flow the coolant from the engine block fitting to the EGR coolers, see Fig. A1.3, Annex A1. Return the EGR coolant flow
to the engine coolant-in line, near the coolant pump inlet, see Fig. A1.7, Annex A1.
6.2.3 Auxiliary Oil System:
6.2.3.1 To maintain a constant oil level in the pan, provide an additional minimum volume sump of 11.4 L by using a separate
closed tank connected to the engine sump. Circulate oil through the system with an auxiliary pump. The system schematic is shown
in Fig. A1.1, Annex A1. The inside diameters of the No. 6 and No. 8 lines are 10 mm and 13 mm, respectively. Use a minimum
No. 8 size vent line. Equivalent lines may be substituted for Aeroquip lines provided they have the proper inside diameters.
6.2.3.2 Locate the auxiliary oil system suction line on the exhaust side of the oil pan, so that the inside bottom of the auxiliary
oil system suction fitting is down from the oil pan rail by 152 mm, and back from the front of the pan by 178 mm. Refer to Fig.
A1.4, Annex A1. Connect the auxiliary oil system return line to the power steering pump cover on the front timing gear cover.
Refer to Fig. A1.5, Annex A1. Connect the auxiliary oil scale vent line to the top of the auxiliary oil sump bucket and the dipstick
tube opening.
6.2.3.3 Use Viking Pump Model SG053514 as the auxiliary oil pumps (see A2.9). Nominal pump speed is 1725 r ⁄min. Shut off
the auxiliary oil pumps if the auxiliary oil system goes dry.
6.2.3.4 Use a sight glass to aid in determining the oil level should the auxiliary oil system run dry. An example of a sight glass
setup is shown in Fig. A1.18, Annex A1.
6.2.4 Oil Cooling System:
6.2.4.1 Use the oil cooler adapter blocks to mount the oil cooler to the engine. The adapter blocks are available from the supplier
list in A2.6, Annex A2.
6.2.4.2 Use the oil filter housing (part number 27GB525M) shown in Fig. A1.8, Annex A1.
Mack Service Manuals are available from local Mack Trucks, Inc. distributors.
Aeroquip lines are available at local hose distributors.
D7156 − 24
6.2.5 Blowby Meter—Use a meter capable of providing data at a minimum frequency of 6 min. To prevent blowby condensate
from draining back into the engine, ensure the blowby line has a downward slope to a collection bucket. Ensure the collection
bucket has a minimum volume of 18.9 L. Locate the blowby meter downstream of the collection bucket. The slope of the blowby
line downstream of the collection bucket is unspecified.
6.2.6 Air Supply and Filtration—Use the Mack air filter element and the Mack filter housing shown in A2.3, Annex A2. Replace
the filter cartridge when a ΔP of 2.5 kPa is reached. Install an adjustable valve (flapper) in the inlet air system at least two pipe
diameters before any temperature, pressure, and humidity measurement devices. Use the valve to maintain inlet air restriction
within required specifications.
6.2.7 Fuel Supply—Heating, cooling, or both of the fuel supply may be required. See Fig. A1.2, Annex A1, for a recommended
system.
6.2.8 Intake Manifold and Temperature Control—Use stainless steel intake manifolds (P/N M10105GCX4332RSS for front
manifold, M10105GCX5212RSS for rear manifold) available from the supplier listed in A2.2, Annex A2. Use an intercooler suited
to control intake manifold temperature to the setpoint prescribed in Table 2.
6.2.9 Injection Timing Control—Remove the engine intake manifold temperature sensor. Use the intake manifold temperature to
control injection timing in accordance with the Temperature to Injection Timing Correlation shown in Annex A4.
6.2.10 Oil Pump—Use a Mack P/B 315GC465BM oil pump. The oil pump is available from the supplier listed in A2.2, Annex
A2.
6.2.11 EGR Venturi Unit—Use a stainless steel EGR venturi unit, P/N 762GBX433SS, available from the supplier listed in A2.2,
Annex A2.
6.2.12 Fuel Pressure Regulator—Use a P/N 691GC227M2 fuel pressure regulator.
7. Engine Fluids
7.1 Test Oil—Use approximately 98 L of test oil for the test.
7.2 Test Fuel—Use PC-9-HS test fuel from Chevron Phillips. The fuel shall have the properties and tolerances shown in the
“PC-9-HS Fuel Specification” section of the “TMC-Monitored Test Fuel Specifications” document maintained by the TMC.
7.3 Engine Coolant—Use demineralized water with less than 0.03 g/L of salts or distilled water (do not use antifreeze solutions).
either Pencool 3000 coolant additive or Chevron Delo Extended Life Coolant 50/50. Use Pencool 3000 coolant additive at the
manufacturer’s recommended rate. manufacturer’s recommended rate in demineralized water with less than 0.03 g ⁄L of salts or
distilled water. Chevron Delo Extended Life Coolant 50/50 is purchased premixed and should not be diluted. Pencool 3000 may
be obtained from the supplier shown in A2.7, Annex A2. , and Chevron Delo Extended Life Coolant 50/50 is available from local
automotive distributors.
7.4 Cleaning Materials—Use a solvent meeting Specification D235, Type II, Class C for cleaning parts. (Warning—Use adequate
safety precautions with all solvents and cleaners.) Other materials such as diesel fuel may be required by some labs in order to
ensure parts cleanliness.)
8. Preparation of Apparatus at Rebuild
8.1 Cleaning of Parts:
8.1.1 Engine Block—Thoroughly spray the engine with solvent to remove any oil remaining from the previous test and air-dry,
see 7.4. Additionally, wash with solvent after the use of an engine parts washer.
The sole source of supply for test fuel known to the committee at this time is PC-9-HS Reference Diesel Fuel from Chevron Phillips Chemical Company LP, 10001 Six
Pines Drive, The Woodlands, TX 77380. If you are aware of alternative suppliers, please provide this information to ASTM International Headquarters. Your comments will
receive careful consideration at a meeting of the responsible technical committee, which you may attend.
D7156 − 24
8.1.2 Rocker Covers and Oil Pan—Remove all sludge, varnish, and oil deposits. Rinse with solvent and air-dry. Additionally, wash
with solvent after the use of an engine parts washer.
8.1.3 Auxiliary Oil System—Flush all oil lines, galleries and external oil reservoirs first with solvent to remove any previous test
oil and then air-dry.
8.1.4 Oil Cooler and Oil Filter—Flush the oil cooler and filter lines first with solvent to remove any previous test oil and then
air-dry. Additionally, wash with solvent after the use of an engine parts washer.
8.1.5 Cylinder Head—Clean the cylinder heads using a wire brush to remove deposits and rinse with solvent to remove any sludge
and oil and then air-dry. Additionally, wash with solvent after the use of an engine parts washer.
8.1.6 Intake Manifold—At a minimum, clean the intake manifold at rebuild. Frequency of cleaning between rebuilds is at the
laboratory’s discretion. Scrub the manifold using a nylon brush and solvent, and then wash the manifold using an engine parts
washer.
8.1.7 EGR Coolers—Clean by flushing with solvent and then air-drying, see 7.4. At a minimum, clean at rebuild. Frequency of
cleaning between rebuilds is at the laboratory’s discretion.
8.1.8 EGR Venturi Unit—Spray with solvent and scrub with a nylon brush. At a minimum, clean at rebuild. Frequency of cleaning
between rebuilds is at the laboratory’s discretion.
8.2 Valves, Seats, Guides, and Springs:
8.2.1 Replace valves, valve guides, seat inserts, valve stem keys and valve stem seals at rebuild.
8.2.2 Use oil when reaming guides. Hone finish, if desired. Valve stem-to-guide clearance shall be 0.038 mm to 0.089 mm for
intake and 0.064 mm to 0.114 mm for exhaust.
8.3 Cylinder Liner, Piston, and Piston Ring Assembly:
8.3.1 Cylinder Liner Fitting—For proper heat transfer, fit cylinder liners to the block in accordance with the procedure outlined
in the Mack Service Manual.
8.3.2 Piston and Rings—Cylinder liners, pistons, and rings are provided as a set and used as a set. Examine piston rings for any
handling damage.
8.4 Injectors and Injection Pumps:
8.4.1 Injectors—Injector nozzles are available from the supplier shown in A2.2, Annex A2. Check the injector opening pressure
at rebuild. Reset the injector opening pressure if it is outside the specification of 24 000 kPa + 2000 kPa. If operating parameters
indicate deterioration of injectors, they may be checked and reset, if necessary.
8.4.2 Injection Pumps—The electronic unit pumps (EUP) may be changed at any time using the procedure specified in the Mack
Service Manual. Be sure to enter the EUP’s four-digit calibration code into the Engine Control Unit (ECU). The calibration code
can be found on the EUP label.
8.5 Assembly Instructions:
8.5.1 General—Use only specified test parts for this test without material or dimensional modification. Obtain approval from the
Test Monitoring Center (TMC) for exceptions such as a temporary parts supply problem and then note the exception in the test
report. Use only genuine Mack Truck Inc. parts as replacement test engine parts. Assemble all parts as illustrated in the Mack
Service Manual except where otherwise noted. Target all dimensions for the means of the specifications. Use Bulldog Premium
EO-N Premium Plus Oil for lubricating parts during assembly (or later); see A2.10, Annex A2.
8.5.1.1 Thermostat—Block the thermostat wide open.
D7156 − 24
8.5.1.2 Rod Bearings—Install new rod bearings at rebuild.
8.5.1.3 Main Bearings—Install new main bearings at rebuild.
8.5.1.4 Piston Under-crown Cooling Nozzles—Take particular care in assembling the piston under-crown cooling nozzles to
ensure proper piston cooling, see the Mack Service Manual.
NOTE 1—Proper oil pressure is also important to ensure sufficient oil volume for proper cooling.
8.5.2 New Parts—Use test parts on a first-in/first-out basis. Install the following new parts for each rebuild, see Table A2.1, Annex
A2 for part numbers:
8.5.2.1 Cylinder liners.
8.5.2.2 Pistons.
8.5.2.3 Piston rings.
8.5.2.4 Overhaul gasket set.
8.5.2.5 Oil filters.
8.5.2.6 Engine coolant conditioner.
8.5.2.7 Primary fuel filter.
8.5.2.8 Secondary fuel filter.
8.5.2.9 Valve stem seals and keys.
8.5.2.10 Valve guides and inserts.
8.5.2.11 Valves.
8.5.2.12 Connecting rod bearings.
8.5.2.13 Main bearings.
8.5.2.14 Thrust washers.
8.6 Measurements:
8.6.1 Calibrations—Calibrate thermocouples, pressure gages, speed, and fuel flow measuring equipment prior to each reference
oil test or at any time readout data indicates a need. Conduct calibrations with at least two points that bracket the normal operating
range. Make these calibrations part of the laboratory record. During calibration, connect leads, hoses, and read-out systems in the
normally used manner and calibrate with necessary standards. For controlled temperatures, immerse thermocouples in calibration
baths. Calibrate standards with instruments traceable to the National Institute of Standards and Technology (NIST) on a yearly
basis.
8.6.2 Temperatures:
8.6.2.1 General—Measure temperatures with thermocouples and conventional readout equipment or equivalent. For temperatures
in the 0 °C to 150 °C range, calibrate temperature measuring systems to 6 0.5 °C for at least two temperatures that bracket the
normal operating range. Insert all thermocouples so that the tips are located midstream of the flow unless otherwise indicated.
D7156 − 24
8.6.2.2 Ambient Air—Locate thermocouple in a convenient, well-ventilated position between 2 m and 3 m from the engine and hot
accessories.
8.6.2.3 Coolant—Locate the coolant-out thermocouple in the water manifold prior to the thermostat housing. Locate in center of
water stream. Refer to Fig. A1.6, Annex A1. Locate the coolant-in thermocouple anywhere between the heat exchanger and the
coolant pump inlet (upstream of the junction with the EGR coolant return). Refer to Fig. A1.7, Annex A1.
8.6.2.4 Oil Gallery—Locate thermocouple at the center port on the filter housing. Insertion depth is 98 mm. Refer to Fig. A1.8,
Annex A1.
8.6.2.5 Oil Sump Temperature—Using a front sump oil pan configuration, locate the thermocouple on the exhaust side of the oil
pan, from the front by 127 mm and from the top by 178 mm. The thermocouple length is 102 mm. Refer to Fig. A1.4, Annex A1.
8.6.2.6 Intake Air Temperature—Locate the intake air thermocouple in the center of the air stream at the turbocharger inlet as
shown in Fig. A1.9, Annex A1. Locate the temperature thermocouple upstream of the compressor inlet connection approximately
102 mm. It is not necessary to control intake air humidity, but measurements are required.
8.6.2.7 Fuel In—Locate a thermocouple at the fitting on the outlet side of the fuel transfer pump as shown in Fig. A1.10, Annex
A1.
8.6.2.8 Pre-Turbine Exhaust—Locate one thermocouple in each side of the exhaust manifold section see Fig. A1.11, Annex A1.
Locate the thermocouple downstream of the pre-turbine exhaust pressure sensor.
8.6.2.9 Exhaust Tailpipe—Locate a thermocouple in the exhaust pipe downstream of the turbine in accordance with Fig. A1.12,
Annex A1.
8.6.2.10 Intake Manifold—Locate a thermocouple at the tapped fitting on the intake air manifold as shown in Fig. A1.13, Annex
A1.
8.6.2.11 EGR Cooler Inlet—Distinct EGR cooler inlet temperature measurements are not necessary. Use the pre-turbine exhaust
temperatures instead see 8.6.2.8.
8.6.2.12 EGR Cooler Outlet—Locate a thermocouple as shown in Fig. A1.14, Annex A1.
8.6.2.13 EGR Pre-Venturi—Locate a thermocouple as shown in Fig. A1.15, Annex A1. Locate the EGR pre-venturi thermocouple
downstream of the EGR pre-venturi pressure sensor pickup.
8.6.2.14 Additional—Monitor any additional temperatures that the test laboratory regards as helpful in providing a consistent test
procedure.
8.6.3 Pressures—Pressure measurements, sensors, and sensor calibrations shall conform to the research report.
8.6.3.1 Before Oil Filter—Locate pickup at tapped hole on oil cooler fitting. See Fig. A1.16, Annex A1.
8.6.3.2 After Oil Filter (Main Oil Gallery)—Locate pickup at the left port of the filter-housing. See Fig. A1.8, Annex A1.
NOTE 2—The E7 engine has only one oil gallery, which serves as both a main gallery and piston-cooling gallery.
8.6.3.3 Pre-Turbine Exhaust—Locate pickup in each side of exhaust manifold section (tap is upstream of the pre-turbine
temperature thermocouple), see Fig. A1.11, Annex A1. This measurement is not mandatory, but it is recommended for diagnostic
and safety purposes.
8.6.3.4 Intake Manifold (Air Boost)—Take measurement at tapped fitting provided on the intake manifold as shown in Fig. A1.17,
Annex A1.
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1218. Contact ASTM Customer
Service at [e-mail].
D7156 − 24
8.6.3.5 Intake Air Pressure (Intake Air Restriction)—Measure with a Keil Probe (p/n KDF-8-W required) located upstream of the
compressor inlet (see Fig. A1.9, Annex A1) approximately 203 mm. The probes may be obtained from the supplier shown in A2.10.
8.6.3.6 Exhaust Back—Locate pickup in exhaust pipe after turbocharger in center of exhaust stream. Measure exhaust
backpressure in a straight section of pipe, downstream of the turbo by (305 to 406) mm, with a pressure tap hole as shown in Fig.
A1.12, Annex A1.
8.6.3.7 Crankcase Pressure—Locate pickup at any location in the auxiliary oil system vent line, such as between the dipstick tube
fitting and the top of the auxiliary oil sump bucket.
8.6.3.8 Compressor Discharge—Locate pickup within 152 mm of the second compressor.
8.6.3.9 Coolant System—Locate pickup at the top of the coolant system expansion tank.
8.6.3.10 Barometric Pressure—Locate barometer in a convenient location in the lab, above ground level approximately 1.2 m.
8.6.3.11 EGR Pre-Venturi Pressure—Locate pickup as shown in Fig. A1.15, Annex A1. Locate the EGR pre-venturi pressure
pickup upstream of the EGR pre-venturi temperature thermocouple.
8.6.3.12 Fuel Pressure—Locate pickup at the end of the fuel rail as shown in Fig. A1.19, Annex A1.
8.6.4 Carbon Dioxide Sensors—Locate the intake probe as shown in Fig. A1.8, Annex A1. Locate the exhaust probe as shown in
Fig. A1.12, Annex A1.
8.6.5 Engine Blowby—Connect the metering instrument to the filter element canister on the engine front cover.
8.6.6 Fuel Consumption Measurements—Place the measuring equipment in the fuel line before the primary fuel filter. Install the
primary fuel filter before the fuel transfer pump and install the secondary filter before the unit injection pumps. Do not allow the
fuel return lines to become plugged. Accurate fuel consumption measurements require proper accounting of return fuel.
8.6.7 Humidity—Place the measurement equipment between the inlet air filter and compressor in such a manner as not to affect
temperature and pressure measurements. Do not condition the intake air downstream of the humidity sensor. Report humidity on
the appropriate form.
8.7 System Time Responses—The maximum allowable system time responses are shown in Table 1. Determine system time
responses in accordance with the Data Acquisition and Control Automation II (DACA II) Task Force Report.
9. Procedure
9.1 Pretest Procedure:
9.1.1 Initial Oil Fill for Flush or Break-In—The initial oil fill is 28.1 kg of test oil. Add the first 3.3 kg of fresh test oil to the oil
filters (half in each filter), then turn on the auxiliary oil pumps and add an additional 24.8 kg of test oil to the engine. This oil may
be added directly through the engine oil fill tube.
9.1.2 Pretest Break-In Sequence for New Engine Builds—Use a break-in sequence for a new engine build. Start the engine as
described in Annex A5. Run the break-in at the test operating conditions shown in Table 2 for 1 h. At the end of 1 h, shut down
the engine in accordance with Annex A5. Drain the oil from the oil pan and auxiliary oil reservoir. Replace all oil filters. Refill
the engine with test oil, see 9.1.1, and conduct the test in accordance with 9.4.
TABLE 1 Maximum Allowable System Time Responses
Measurement Type Time Response (s)
Speed 2.0
Temperature 3.0
Pressure 3.0
Flow 45.0
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TABLE 2 Test Conditions
Parameters Limits
Test
Time, h 252
A
Injection timing, °BTDC Variable
B
Controlled Parameters
Speed, r/min 1800
Fuel flow, kg/h 53.5
Intake CO Level, % 1.5 ± 0.05
Inlet manifold temperature, °C 70
Coolant out temperature, °C 66
Fuel in temperature, °C 40
Oil gallery temperature, °C 88
Intake air temperature, °C 25
C
Ranged Parameters
Inlet air restriction, kPa 3.5–4.0
Inlet manifold pressure, kPa 140 minimum
Exhaust back pressure, kPa 2.7–3.5
Crankcase pressure, kPa 0.25–0.75
Uncontrolled Parameters
Power, kW ;257
D D
Torque, N·m Record
Exhaust temperature, °C
Pre-turbine Record
Tailpipe Record
Oil sump temperature, °C Record
Coolant in temperature, °C Record
EGR cooler inlet temperature front, °C Record
EGR cooler outlet temperature rear, °C Record
EGR pre-venturi temperature, °C Record
Inlet air dew point, °C Record
Inlet air humidity, g/kg Record
Blowby, L/min Record
Pre-turbine exhaust pressure, kPa Record
Main gallery oil pressure, kPa Record
Fuel pressure Record
E
Oil filter ΔP, kPa Not to exceed 207
A
For pretest and post-test oil flushes, injection timing is not specified.
B
All control parameters shall be targeted at the mean indicated.
C
All ranged parameters shall fall within the specified ranges.
D
At 98.2 kPa and 29.5 °C dry air.
E
If oil filter ΔP exceeds 207 kPa, change the two full flow filters. If the filters are changed, attempt to recover as much oil as possible by draining the filters. No new oil
is to be added. The test report shall indicate if the filters are changed.
9.1.3 Pretest Oil Flush Sequence for Existing Engine Builds:
9.1.3.1 For an existing engine build, a pretest flush sequence is required. Start the engine as described in Annex A5. Run a pretest
oil flush at the test operating conditions shown in Table 2 for 30 min. At the end of 30 min, shut down the engine as describe in
Annex A5. Drain the oil from the oil pan and auxiliary oil reservoir. Refill the engine with oil, see 9.1.1, and repeat the flush
sequence once. For tests on an existing engine build, a post-test flush sequence as described in 9.4.2 should be done prior to the
pretest flushes.
9.1.3.2 At the end of the second 30 min pretest flush, shut down the engine in accordance with Annex A5. Drain the oil from the
oil pan and auxiliary oil reservoir. Replace all oil filters. Refill the engine with test oil see 9.1.1, and conduct the test in accordance
with 9.4. When performing the pre-test oil charge, do not account for any hang up oil left in the oil system.
9.2 Engine Start-Ups—Perform all engine start-ups in accordance with Annex A5. Start-ups are not included as test time. Test time
starts as soon as the engine returns to the test cycle. The start date and time of a test is defined as when the engine first reaches
test conditions as shown in Table 2. Crank the engine prior to start-up to fill the engine oil passages. This practice will enhance
engine durability significantly.
9.3 Engine Shutdowns:
9.3.1 Perform all non-emergency shutdowns in accordance with Annex A5. The shutdown operation does not count as test time.
Record the length and reason of each shutdown on the appropriate form.
D7156 − 24
9.3.2 Do not exceed ten shutdowns for all operationally valid tests. Additionally, all operationally valid tests should not exceed
150 h of downtime. Conduct an engineering review if either condition is exceeded.
9.4 Test Cycle:
9.4.1 The test cycle includes a break-in or a pretest oil flush sequence as shown in 9.1.2 and 9.1.3. Test operating conditions are
shown in Table 2. Conduct the test at these test conditions by operating for 252 h. Follow the test with a post-test oil flush sequence
see 9.4.2 unless the engine build life has been exhausted, at which point the engine is torn down for rebuild.
9.4.1.1 At any time during the test, injection timing may be changed 63.0° BTDC from the initial timing to ensure meeting the
96 h, 192 h, and 228 h soot windows. See 11.7.
9.4.2 Post-Test Oil Flush Sequence:
9.4.2.1 Within 30 min of EOT, begin the post-test flush by draining the oil pan and auxiliary oil reservoir. Remove the oil filters,
including the centrifugal filter. As soon as possible, install new filters, refill (see 9.1.1) with Bulldog EO-N Premium Plus Oil, and
run at test conditions as shown in Table 2 for 30 min.
9.4.2.2 Drain the post-test flush oil from the oil pan and the auxiliary oil reservoir. Flush the engine and auxiliary oil system with
solvent until clean. Remove the oil pan and solvent clean and then reassemble. To remove the solvent, fill the engine with Bulldog
EO-N Premium Plus oil and run the final post-test oil flush at test conditions for 30 min (see Table 2). Drain the oil from the oil
pan and auxiliary oil reservoir. The engine is now ready for the pretest flush sequence for the next test.
9.4.3 Operational Validity—Determine operational validity in accordance with Annex A3.
9.5 Oil Samples—Take 120 mL oil samples at every 12 h interval. Take the EOT oil sample within 30 min of test completion.
Obtain oil samples from the pre-filter pressure port, refer to Fig. A1.16, Annex A1. Accomplish this by installing a tee fitting, a
small petcock valve, and 254 mm to 305 mm of No. 4 Aeroquip line from which the sample is taken. Prior to each sample, take
a 240 mL purge. After sampling has been completed, return the purge to the engine.
9.6 Oil Mass Measurements—Record the oil mass every 6 min and compute the oil consumption, see 10.3, from these readings.
9.7 Fuel Samples—Take fuel samples (two 1 L samples) prior to the start of test and at EOT.
9.8 Periodic Measurements:
9.8.1 Make measurements at 6 min intervals on the parameters listed in 9.8.2 and record statistics on the appropriate form. Use
automatic data acquisition. Recorded values shall have minimum resolution as shown in Table 3. Characterize the procedure used
to calculate the data averages on the appropriate form.
9.8.2 Parameters:
9.8.2.1 Speed, r/min.
9.8.2.2 Torque, N·m.
9.8.2.3 Oil gallery temperature, °C.
9.8.2.4 Oil sump temperature, °C.
9.8.2.5 Coolant out temperature, °C.
9.8.2.6 Coolant in temperature, °C.
9.8.2.7 Intake air temperature, °C.
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TABLE 3 Minimum Resolution of Recorded Measurements
Parameter Record Data to Nearest
Speed 1 r/min
Fuel flow 0.1 kg/h
Coolant temperatures 0.1 °C
Fuel in temperature 0.1 °C
Intake air temperature 0.1 °C
Intake manifold temperature 0.1 °C
Exhaust back pressure 0.1 kPa
Inlet air restriction 0.1 kPa
Torque 1 N•m
Power 1 kW
Humidity 0.1 g/kg
Blowby 1 L/min
Inlet air dew point 1 °C
Oil temperatures 0.1 °C
Exhaust temperatures 1 °C
EGR temperatures 1 °C
Oil pressures 1 kPa
Crankcase pressure 0.1 kPa
Intake manifold pressure 1 kPa
Fuel pressure 1 kPa
Oil mass 0.001 kg
9.8.2.8 Intake manifold temperature, °C.
9.8.2.9 Intake manifold pressure, kPa.
9.8.2.10 Fuel flow, s/kg or kg/h.
9.8.2.11 Fuel inlet temperature, °C.
9.8.2.12 Tailpipe exhaust back pressure, kPa.
9.8.2.13 Before filter oil pressure, kPa.
9.8.2.14 Main gallery oil pressure, kPa.
9.8.2.15 Crankcase pressure, kPa.
9.8.2.16 Pre-turbine exhaust temperature, front manifold, °C.
9.8.2.17 Pre-turbine exhaust temperature, rear manifold, °C.
9.8.2.18 Inlet air restriction, kPa.
9.8.2.19 Tailpipe exhaust temperature, °C.
9.8.2.20 Crankcase blowby, L/min (see 9.10).
9.8.2.21 Pre-turbine exhaust pressure, front manifold, kPa.
9.8.2.22 Pre-turbine exhaust pressure, rear manifold, kPa.
9.8.2.23 Inlet air humidity, g/kg.
9.8.2.24 EGR cooler outlet temperature, °C.
9.8.2.25 EGR pre-venturi temperature, °C.
9.8.2.26 Inlet air dew point, °C.
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9.8.2.27 Oil mass, kg.
9.8.2.28 Fuel pressure, kPa.
9.8.3 Carbon Dioxide Measurements—Measure intake and exhaust carbon dioxide levels every 4 h. Calibrate the measurement
equipment with span gases prior to each measurement.
9.9 Blowby—Record the crankcase blowby on the appropriate form. Take care to prevent oil traps from occurring in the blowby
line at any time during operation.
9.10 Centrifugal Oil Filter Mass Gain—Prior to the start of test, determine the mass of the centrifugal oil filter canister. At EOT,
remove the centrifugal oil filter canister from the engine and drain upside down for 30 min. After draining, determine the mass
of the canister and record on the appropriate form. Determine the centrifugal oil filter mass gain for each test.
9.11 Oil Filter ΔP Calculation:
9.11.1 The reported oil filter ΔP is the maximum oil filter ΔP that occurs as a result of the test.
Calculate the oil filter ΔP as follows:
ΔP 5 ΔP 2 ΔP (1)
Increase max initial
where:
ΔP = the maximum ΔP across the oil filter.
max
ΔP = the ΔP across the oil filter at the start of test conditions.
initial
9.11.2 If an oil filter change is made, add the oil filter ΔP value obtained after the filter change to the oil filter ΔP obtained prior
to the filter change. If a shutdown occurs, add the oil filter ΔP value obtained after the shutdown to the oil filter ΔP obtained prior
to the shutdown. Change the oil filter if the filter pressure differential (not the ΔP ) exceeds 207 kPa. Report oil filter ΔP
Increase Increase
on the appropriate form.
10. Inspection of Engine, Fuel, and Oil
10.1 Oil Inspection:
10.1.1 Analyze each oil sample for viscosity at 100 °C in accordance with Test Method D5967, Annex A3. Determine viscosity
increase using the 90-pass DIN shear viscosity, see 10.1.5, as the minimum viscosity. To maintain accuracy and precision conduct
all viscosity measurements at a TMC-calibrated laboratory.
10.1.2 Analyze each oil sample for soot content in accordance with Test Method D5967, Annex A4. To maintain accuracy and
precision conduct all soot measurements at a TMC-calibrated laboratory. Report soot to two decimals.
10.1.3 Every 24 h, starting with the 12 h oil sample and including new and EOT samples, determine base number in accordance
with Test Method D4739; determine acid number in accordance with Test Method D664; determine oxidation using integrated IR.
10.1.4 Every 24 h, starting with the 24 h oil sample and including new and EOT samples, determine iron, lead, copper, chromium,
aluminum, silicon, tin, and sodium levels in accordance with Test Method D5185.
10.1.5 For the new oil sample only, determine the 30-pass DIN shear viscosity in accordance with Test Method D6278 or D7109.
Also for the new oil sample, determine the 90-pass DIN shear viscosity in accordance with Test Method D7109.
10.1.6 For the 180 h and EOT oil samples, determine MRV viscosity at −20 °C in accordance with Test Method D6896. As part
of the MRV measurement procedure, be sure to prepare the sample in accordance with A4.3, Annex A4 of Test Method D5967.
The maximum reported result is 400 Pa·s, and use this value if the results are too viscous to measure.
10.1.7 For the 96 h, 192 h, and EOT oil samples, determine fuel dilution in accordance with Test Method D3524.
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10.1.8 Conduct all oil analyses as soon as possible after sampling.
10.2 Fuel Inspections—Use fuel purchase inspection records to ensure conformance to the specifications listed in Table 1 for the
last batch of fuel used during the test. In addition, perform the following inspections on new (0 h) and EOT (252 h) fuel samples:
API Gravity at 15.6 °C, Test Method D287 or D4052 Total Sulfur, mass percent, Test Method D5453 (Test Method D2622 or
D4294 can be substituted). Use one 1 L sample for inspections.
10.3 Oil Consumption Calculation:
10.3.1 Using the oil mass measurements taken every 6 min, see 9.6, determine the oil consumption, in grams per hour, by
performing linear regression on the data starting from 25 h and ending at 252 h or when the auxiliary oil sump runs dry. The oil
consumption is the slope of the regression line.
10.3.1.1 Following any shutdowns, exclude 1 h of oil mass data from the regression to account for the stabilizing of the oil scale.
10.3.1.2 The auxiliary oil sump is considered to have run dry when the oil mass curve shows a significant flattening which
indicates that the oil mass is no longer decreasing.
10.3.1.3 Report the oil consumption for the test on the appropriate form. The operational validity requirement for oil consumption
is shown in 11.7.1.
11. Laboratory and Engine Test Stand Calibration /Non-Reference Oil Test Requirements
11.1 Calibration Frequency—To maintain test consistency and severity levels, calibrate the engine and test stand at regular
intervals.
11.2 Calibration Reference Oils—The reference oils used to calibrate T-11 test stands have been formulated or selected to
represent specific chemical types or performance levels, or both. Obtain the reference oils from the TMC. The TMC will assign
reference oils for calibration tests. These oils are supplied under code numbers (blind reference oils).
11.2.1 Reference Oils Analysis—Do not submit reference oils to physical or chemical analyses for identification purposes.
Identifying the oils by analyses could undermine the confidentiality required to operate an effective blind reference oil system.
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