ASTM D8114-23a

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

SIGNIFICANCE AND USE
5.1 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.  
5.2 Use—The Sequence VIE test method is useful for engine oil fuel economy specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:  
5.2.1 Specification D4485.  
5.2.2 API 1509.  
5.2.3 SAE Classification J304.  
5.2.4 SAE Classification J1423.
SCOPE
1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a specified spark-ignition engine with a displacement of 3.6 L (General Motors)4 on a dynamometer test stand. It applies to multi-viscosity oils used in these applications.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct equivalent such as the units for screw threads, National Pipe threads/diameters, tubing size, and single source supply equipment specifications. Additionally, Brake Specific Fuel Consumption (BSFC) is measured in kilogram per kilowatt hour.  
1.3 This test method is arranged as follows:    
Subject  
Section  
Introduction  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General  
6.1  
Test Engine Configuration  
6.2  
Laboratory Ambient Conditions  
6.3  
Engine Speed and Torque Control  
6.4  
Dynamometer  
6.4.1  
Dynamometer Torque  
6.4.2  
Engine Cooling System  
6.5  
External Oil System  
6.6  
Fuel System  
6.7  
Fuel Flow Measurement  
6.7.2  
Fuel Temperature and Pressure Control to the Fuel Flow Meter  
6.7.3  
Fuel Temperature and Pressure Control to Engine Fuel Rail  
6.7.4  
Fuel Supply Pumps  
6.7.5  
Fuel Filtering  
6.7.6  
Engine Intake Air Supply  
6.8  
Intake Air Humidity  
6.8.1  
Intake Air Filtration  
6.8.2  
Intake Air Pressure Relief  
6.8.3  
Temperature Measurement  
6.9  
Thermocouple Location  
6.9.5  
AFR Determination  
6.10  
Exhaust and Exhaust Back Pressure Systems  
6.11  
Exhaust Manifolds  
6.11.1  
Laboratory Exhaust System  
6.11.2  
Exhaust Back Pressure  
6.11.3  
Pressure Measurement and Pressure Sensor Locations  
6.12  
Engine Oil  
6.12.2  
Fuel to Fuel Flow Meter  
6.12.3  
Fuel to Engine Fuel Rail  
6.12.4  
Exhaust Back Pressure  
6.12.5  
Intake Air  
6.12.6  
Intake Manifold Vacuum/Absolute Pressure  
6.12.7  
Coolant Flow Differential Pressure  
6.12.8  
Crankcase Pressure  
6.12.9  
Engine Hardware and Related Apparatus  
6.13  
Test Engine Configuration  
6.13.1  
ECU (Power Control Module)  
6.13.2  
Thermostat Block-Off Adapter Plate  
6.13.3  
Wiring Harness  
6.13.4  
Thermostat Block-Off Plate  
6.13.5  
Oil Filter Adapter Plate  
6.13.6  
Modified Throttle Body Assembly  
6.13.7  
Fuel Rail  
6.13.8  
Miscellaneous Apparatus Related to Engine Operation  
6.14  
Reagents and Materials  
7  
Engine Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials...

General Information

• Status: Published
• Publication Date: 30-Sep-2023
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0.01 - Passenger Car Engine Oils

Relations

• Replaces: ASTM D8114-23 - Standard Test Method for Measurement of Effects of Automotive Engine Oils on Fuel Economy of Passenger Cars and Light-Duty Trucks in Sequence VIE Spark Ignition
• Effective Date: 01-Oct-2023
• 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 D3231-24 - Standard Test Method for Phosphorus in Gasoline
• Effective Date: 01-Mar-2024
• Refers: ASTM D2699-24 - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Mar-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D2699-23b - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Nov-2023
• Refers: ASTM D2699-23a - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Oct-2023
• Refers: ASTM D4175-23 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D86-23 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Mar-2023
• Refers: ASTM D2699-23 - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Mar-2023
• Refers: ASTM D445-21e2 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 15-May-2021

Overview

ASTM D8114-23a is a standard test method developed by ASTM International for measuring the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks using Sequence VIE spark-ignition engines. The primary goal of this test method is to provide a controlled, comparative index for assessing the fuel-saving capability of different engine oils, supporting specification compliance and product development in the automotive lubricants industry.

The test uses a specific spark-ignition engine setup under standardized laboratory conditions, providing repeatable results. Comparison is made against a designated baseline oil (an SAE 20W-30 fully formulated lubricant), ensuring that the impact of any test oil on engine fuel economy can be objectively evaluated.

Key Topics

• Fuel Economy Measurement: The standard evaluates the relative effectiveness of multi-viscosity engine oils in improving fuel efficiency, using Brake Specific Fuel Consumption (BSFC) as the primary metric.
• Standardized Engine and Test Protocol: Testing is conducted with a 3.6 L General Motors spark-ignition engine mounted on a dynamometer, following tightly controlled parameters for speed, torque, temperature, air, and fuel supply.
• Baseline Lubricant Comparison: All oils are measured against the established baseline oil, allowing for consistent, meaningful comparisons.
• Calibration and Reference Procedures: The method outlines strict requirements for equipment calibration and the use of reference materials, often facilitated by the ASTM Test Monitoring Center to ensure inter-laboratory consistency.
• Controlled Laboratory Conditions: Environmental variables like temperature, humidity, and airflow are regulated to minimize external influences.
• Applicability and Limitations: The method is intended for specification acceptance and classification of engine oils, but not for absolute determination of fuel economy differences without adequate test replication.

Applications

ASTM D8114-23a is essential for:

• Engine Oil Manufacturers: Validating claims for energy-saving or fuel economy benefits of new or reformulated lubricants.
• Automotive OEMs: Specifying qualified engine oils for warranty, compliance, and performance requirements in vehicles up to 3,856 kg gross vehicle weight.
• Regulatory and Certification Bodies: Assessing fuel economy contribution of engine oils for compliance with industry standards, certification, and labeling.
• Test Laboratories: Conducting standardized comparative evaluations for product development, quality control, and industry research.
• Aftermarket and Lubricant Distributors: Supporting product marketing and selection based on independently verified fuel economy performance.

Related Standards

Several key standards are referenced alongside ASTM D8114-23a to provide a comprehensive framework for engine oil performance evaluation:

• ASTM D4485: Sets the performance specification for active API Service Category engine oils.
• API 1509: Covers the Engine Oil Licensing and Certification System.
• SAE J304: Classification of engine oil tests for performance requirements.
• SAE J1423: Classification of energy-conserving engine oils for passenger cars and light-duty trucks.

Other related ASTM methods include procedures for viscosity measurement (ASTM D445), density (ASTM D4052), oil analysis (ASTM D5185), and sulfur content determination (ASTM D5453).

Conclusion

ASTM D8114-23a plays an important role in the automotive and lubricant industries by defining a rigorous, reproducible test protocol for measuring the fuel economy impact of engine oils. This ensures transparency, reliability, and comparability for lubricant specification, development, and regulatory compliance. By adhering to this standard, stakeholders can credibly demonstrate the fuel-saving benefits of their products, supporting innovation and informed decision-making in the market for energy-efficient lubricants.

Keywords: ASTM D8114-23a, engine oil, fuel economy, Sequence VIE, automotive lubricants, spark-ignition engine, lubricant testing, specification acceptance, baseline oil, fuel consumption measurement, standardized test method.

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: D8114 − 23a
Standard Test Method for
Measurement of Effects of Automotive Engine Oils on Fuel
Economy of Passenger Cars and Light-Duty Trucks in
1,2
Sequence VIE Spark Ignition
This standard is issued under the fixed designation D8114; 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.
INTRODUCTION
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 – Annex A4).
The TMC provides reference oils and engineering and statistical services to laboratories that desire
to produce test results that are statistically similar to those produced by laboratories previously
calibrated by the TMC.
In general, the Test Purchaser decides if a calibrated test stand is to be used. Organizations such as
the American Chemistry Council require that a laboratory utilize the TMC services as part of their test
registration process. In addition, the American Petroleum Institute (API) and the Gear Lubricant
Review Committee of the Lubricant Review Institute (SAE International) require that a laboratory use
the TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
ASTM International policy is to encourage the development of test procedures based on generic
equipment. It is recognized that there are occasions where critical/sole-source equipment has been
approved by the technical committee (surveillance panel/task force) and is required by the test
procedure. The technical committee that oversees the test procedure is encouraged to clearly identify
if the part is considered critical in the test procedure. If a part is deemed to be critical, ASTM
encourages alternative suppliers to be given the opportunity for consideration of supplying the critical
part/component providing they meet the approval process set forth by the technical committee.
An alternative supplier can start the process by initiating contact with the technical committee
(current chairs shown on ASTM TMC website). The supplier should advise on the details of the part
that is intended to be supplied. The technical committee will review the request and determine
feasibility of an alternative supplier for the requested replacement critical part. In the event that a
replacement critical part has been identified and proven equivalent the sole-source supplier footnote
shall be removed from the test procedure.
1. Scope*
1.1 This test method covers an engine test procedure for the
This test method is under the jurisdiction of ASTM Committee D02 on
measurement of the effects of automotive engine oils on the
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Subcommittee D02.B0.01 on Passenger Car Engine Oils.
Current edition approved Oct. 1, 2023. Published October 2023. Originally
approved in 2017. Last previous edition approved in 2023 as D8114 – 23. DOI:
10.1520/D8114-23A. Until the next revision of this test method, the ASTM Test Monitoring Center
The multi-cylinder engine test sequences were originally developed by an will update changes in the test method by means of Information Letters. Information
ASTM Committee D02 group. Subsequently, the procedures were published in an Letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
ASTM special technical publication. The Sequence VIB was published as Research Drive, Freeport, PA 16229, www.astmtmc.org. Attention: Director. This edition
Report RR:D02-1469, dated April 8, 1999. incorporates revisions in all Information Letters through No. 23-2.
*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
D8114 − 23a
fuel economy of passenger cars and light-duty trucks with
Engine Oil 7.1
Test Fuel 7.2
gross vehicle weight 3856 kg or less. The tests are conducted
Engine Coolant 7.3
using a specified spark-ignition engine with a displacement of
Cleaning Materials 7.4
3.6 L (General Motors) on a dynamometer test stand. It
Preparation of Apparatus 8
Test Stand Preparation 8.2
applies to multi-viscosity oils used in these applications.
Engine Preparation 9
Cleaning of Engine Parts 9.2
1.2 The values stated in SI units are to be regarded as
Engine Assembly Procedure 9.3
standard. No other units of measurement are included in this
General Assembly Instructions 9.3.1
standard.
Bolt Torque Specifications 9.3.2
1.2.1 Exceptions—Where there is no direct equivalent such Sealing Compounds 9.3.3
Harmonic Balancer 9.3.5
as the units for screw threads, National Pipe threads/diameters,
Thermostat 9.3.6
tubing size, and single source supply equipment specifications.
Coolant Inlet 9.3.7
Oil Filter Adapter 9.3.8
Additionally, Brake Specific Fuel Consumption (BSFC) is
Dipstick Tube 9.3.9
measured in kilogram per kilowatt hour.
Sensors, Switches, Valves, and Positioners 9.3.10
Ignition System 9.3.11
1.3 This test method is arranged as follows:
Fuel Injection System 9.3.12
Subject Section
Intake Air System 9.3.13
Introduction
Engine Management System 9.3.14
Scope 1
Accessory Drive Units 9.3.15
Referenced Documents 2
Exhaust Manifolds 9.3.16
Terminology 3
Engine Flywheel and Guards 9.3.17
Summary of Test Method 4
Lifting of Assembled Engines 9.3.18
Significance and Use 5
Engine Mounts 9.3.19
Apparatus 6
Non-Phased Camshaft Gears 9.3.20
General 6.1
Internal Coolant Orifice 9.3.21
Test Engine Configuration 6.2
Calibration 10
Laboratory Ambient Conditions 6.3
Stand/Engine Calibration 10.1
Engine Speed and Torque Control 6.4
Procedure 10.1.1
Dynamometer 6.4.1
Reporting of Reference Results 10.1.2
Dynamometer Torque 6.4.2
Analysis of Reference/Calibration Oils 10.1.3
Engine Cooling System 6.5
Instrument Calibration 10.2
External Oil System 6.6
Engine Torque Measurement System 10.2.3
Fuel System 6.7
Fuel Flow Measurement System 10.2.4
Fuel Flow Measurement 6.7.2
Coolant Flow Measurement System 10.2.5
Fuel Temperature and Pressure Control to the Fuel Flow Meter 6.7.3
Thermocouple and Temperature Measurement System 10.2.6
Fuel Temperature and Pressure Control to Engine Fuel Rail 6.7.4
Humidity Measurement System 10.2.7
Fuel Supply Pumps 6.7.5
Other Instrumentation 10.2.8
Fuel Filtering 6.7.6
Test Procedure 11
Engine Intake Air Supply 6.8
External Oil System 11.1
Intake Air Humidity 6.8.1
Flush Effectiveness Demonstration 11.2
Intake Air Filtration 6.8.2
Preparation for Oil Charge 11.3
Intake Air Pressure Relief 6.8.3
Initial Engine Start-Up 11.4
Temperature Measurement 6.9
New Engine Break-In 11.5
Thermocouple Location 6.9.5
Oil Charge for Break-In 11.5.2
AFR Determination 6.10
Break-In Operating Conditions 11.5.3
Exhaust and Exhaust Back Pressure Systems 6.11
Standard Requirements for Break-In 11.5.4
Exhaust Manifolds 6.11.1
Routine Test Operation 11.6
Laboratory Exhaust System 6.11.2
Start-Up and Shutdown Procedures 11.6.1
Exhaust Back Pressure 6.11.3
Flying Flush Oil Exchange Procedures 11.6.2
Pressure Measurement and Pressure Sensor Locations 6.12
Test Operating Stages 11.6.3
Engine Oil 6.12.2
Stabilization to Stage Conditions 11.6.4
Fuel to Fuel Flow Meter 6.12.3
Stabilized BSFC Measurement Cycle 11.6.5
Fuel to Engine Fuel Rail 6.12.4
BLB1 Oil Flush Procedure for BL Oil Before Test Run 1 11.6.6
Exhaust Back Pressure 6.12.5
BSFC Measurement of BLB1 Oil Before Test Oil Run 2 11.6.7
Intake Air 6.12.6
BLB2 Oil Flush Procedure for BL Oil Before Test Oil 11.6.8
Intake Manifold Vacuum/Absolute Pressure 6.12.7
BSFC Measurement of BLB2 Oil Before Test Oil 11.6.9
Coolant Flow Differential Pressure 6.12.8
Percent Delta Calculation for BLB1 vs. BLB2 11.6.10
Crankcase Pressure 6.12.9
Test Oil Flush Procedure 11.6.11
Engine Hardware and Related Apparatus 6.13
Test Oil Aging, Phase I 11.6.12
Test Engine Configuration 6.13.1
BSFC Measurement of Aged (Phase I) Test Oil 11.6.13
ECU (Power Control Module) 6.13.2
Test Oil Aging, Phase II 11.6.14
Thermostat Block-Off Adapter Plate 6.13.3
BSFC Measurement of Aged (Phase II) Test Oil 11.6.15
Wiring Harness 6.13.4
Oil Consumption and Sampling 11.6.16
Thermostat Block-Off Plate 6.13.5
Flush Procedure for BL Oil (BLA) After Test Oil 11.6.17
Oil Filter Adapter Plate 6.13.6
General Test Data Logging Forms 11.6.18
Modified Throttle Body Assembly 6.13.7
Diagnostic Review Procedures 11.6.19
Fuel Rail 6.13.8
Determination of Test Results 12
Miscellaneous Apparatus Related to Engine Operation 6.14
Final Test Report 13
Reagents and Materials 7
Precision and Bias 14
Keywords 15
Annexes
ASTM Test Monitoring Center Organization Annex A1
4 ASTM Test Monitoring Center: Calibration Procedures Annex A2
Trademark of General Motors Corporation, 300 Renaissance Center, Detroit,
ASTM Test Monitoring Center: Maintenance Activities Annex A3
MI 48265.
D8114 − 23a
D4052 Test Method for Density, Relative Density, and API
ASTM Test Monitoring Center: Related Information Annex A4
Detailed Specifications and Drawings of Apparatus Annex A5
Gravity of Liquids by Digital Density Meter
Oil Heater Bolton 255 Refill Procedure Annex A6
D4175 Terminology Relating to Petroleum Products, Liquid
Engine Part Number Listing Annex A7
Fuels, and Lubricants
Safety Precautions Annex A8
Sequence VIE Test Report Forms and Data Dictionary Annex A9
D4485 Specification for Performance of Active API Service
Statistical Equations for Mean and Standard Deviations Annex A10
Category Engine Oils
Determining the Oil Sump Full Level and Consumption Annex A11
D5185 Test Method for Multielement Determination of
Fuel Injection Evaluation Annex A12
Pre-test Maintenance Checklist Annex A13
Used and Unused Lubricating Oils and Base Oils by
Blow-by Ventilation System Requirements Annex A14
Inductively Coupled Plasma Atomic Emission Spectrom-
Calculation of Test Results Annex A15
Calculation of Un-weighted Baseline Shift Annex A16 etry (ICP-AES)
Non-Phased Cam Gear and Position Actuator Installation and Annex A17
D5453 Test Method for Determination of Total Sulfur in
GM Short Block Assembly Procedure
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
Procedure
Procurement of Test Materials Annex A18 Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
Alternate Fuel Approval Requirements Annex A19
D6837 Test Method for Measurement of Effects of Automo-
Appendix
tive Engine Oils on Fuel Economy of Passenger Cars and
Useful Information Appendix
X1 Light-Duty Trucks in Sequence VIB Spark Ignition En-
gine (Withdrawn 2022)
1.4 This standard does not purport to address all of the
D6894 Test Method for Evaluation of Aeration Resistance of
safety concerns, if any, associated with its use. It is the
Engine Oils in Direct-Injected Turbocharged Automotive
responsibility of the user of this standard to establish appro-
Diesel Engine (Withdrawn 2022)
priate safety, health, and environmental practices and deter-
E29 Practice for Using Significant Digits in Test Data to
mine the applicability of regulatory limitations prior to use.
Determine Conformance with Specifications
1.5 This international standard was developed in accor-
E191 Specification for Apparatus For Microdetermination of
dance with internationally recognized principles on standard-
Carbon and Hydrogen in Organic and Organo-Metallic
ization established in the Decision on Principles for the
Compounds
Development of International Standards, Guides and Recom-
IEEE/ASTM SI-10 Standard for Use of the International
mendations issued by the World Trade Organization Technical
System of Units (SI): The Modern Metric System
Barriers to Trade (TBT) Committee.
2.2 SAE Standards
2. Referenced Documents
J304 Engine Oil Tests
2.1 ASTM Standards:
J1423 Classification of Energy-Conserving Engine Oil for
D86 Test Method for Distillation of Petroleum Products and
Passenger Cars and Light-Duty Trucks
Liquid Fuels at Atmospheric Pressure
2.3 API Standard:
D235 Specification for Mineral Spirits (Petroleum Spirits)
API 1509 Engine Oil Licensing and Certification System
(Hydrocarbon Dry Cleaning Solvent)
API 1525 Bulk Oil Testing, Handling, and Storage Guide-
D240 Test Method for Heat of Combustion of Liquid Hy-
lines Documentation
drocarbon Fuels by Bomb Calorimeter
2.4 ANSI Standard:
D323 Test Method for Vapor Pressure of Petroleum Products
ANSI MC96.1-1975 Temperature Measurement—
(Reid Method)
Thermocouples
D381 Test Method for Gum Content in Fuels by Jet Evapo-
ration
3. Terminology
D445 Test Method for Kinematic Viscosity of Transparent
and Opaque Liquids (and Calculation of Dynamic Viscos-
3.1 Definitions:
ity)
3.1.1 air-fuel ratio, n—in internal combustion engines, the
D525 Test Method for Oxidation Stability of Gasoline (In-
mass ratio of air-to-fuel in the mixture being induced into the
duction Period Method)
combustion chambers. D4175
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
3.1.2 automotive, adj—descriptive of equipment associated
leum Products by Fluorescent Indicator Adsorption
with self-propelled machinery, usually vehicles driven by
D2699 Test Method for Research Octane Number of Spark-
internal combustion engines. D4175
Ignition Engine Fuel
D3231 Test Method for Phosphorus in Gasoline
D3237 Test Method for Lead in Gasoline by Atomic Absorp-
The last approved version of this historical standard is referenced on
tion Spectroscopy
www.astm.org.
D3338 Test Method for Estimation of Net Heat of Combus- 7
Available from the Society of Automotive Engineers (SAE), 400 Common-
tion of Aviation Fuels wealth Dr., Warrendale, PA 15096-0001. This standard is not available separately.
Order the SAE Handbook Vol 2 or the SAE Fuels and Lubricants Standards Manual
HS-23.
6 8
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Available from American Petroleum Institute (API), 1220 L. St., NW,
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Washington, DC 20005-4070, http://www.api.org.
Standards volume information, refer to the standard’s Document Summary page on Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
the ASTM website. 4th Floor, New York, NY 10036, http://www.ansi.org.
D8114 − 23a
3.1.3 blowby, n—in internal combustion engines, that por- engine for a prescribed length of service under prescribed
tion of the combustion products and unburned air/fuel mixture conditions. D6837
that leaks past piston rings into the engine crankcase during
3.2.2 aging, n—the subjecting of an engine oil to use in a
operation. D4175
spark-ignited operating engine for a prescribed length of
3.1.4 break-in, v—in internal combustion engines, the run- service under prescribed conditions. D6837
ning of a new engine under prescribed conditions to help
3.2.3 central parts distributor (CPD), n—the manufacturer
stabilize engine response and help remove initial friction
or supplier, or both, of many of the parts and fixtures used in
characteristics associated with new engine parts. D6837
this test method. D6894
3.1.5 calibrate, v—to determine the indication or output of a
3.2.3.1 Discussion—Because of the need for availability,
(e.g. thermometer, manometer, engine) device or a given
rigorous inspection, and control of many of the parts used in
engine with respect to a standard. D4175
this test method, companies having the capabilities to provide
3.1.6 calibration oil, n—an oil that is used to determine the
the needed services have been selected as the official suppliers
indication or output of a measuring device or a given engine
for the Sequence VIE test method. These companies work
with respect to a standard. D4175
closely with the test procedure developer and with the ASTM
groups associated with the test method to help ensure that the
3.1.7 engine oil, n—a liquid that reduces friction or wear, or
critical engine parts used in this test method are available to the
both, between the moving parts of an engine; removes heat,
testing industry and function satisfactorily.
particularly from the underside of pistons; and serves as a
3.2.4 engine hours, n—cumulative time that ignition is
combustion gas sealant for the piston rings.
powered after engine installation.
3.1.7.1 Discussion—It may contain additives to enhance
3.2.4.1 Discussion—Engine hours will include any time
certain properties. Inhibition of engine rusting, deposit
accumulated on a different stand, including engine break-in.
formation, valve train wear, oil oxidation, and foaming are
examples. D4175 3.2.5 engine shutdown, n—the engine is brought to a com-
plete stop.
3.1.8 fuel economy, n—in internal combustion engines, the
efficient use of gasoline.
3.2.6 flush, v—to wash out with a rush of engine oil, during
a prescribed mode of engine operation to minimize carryover
3.1.8.1 Discussion—Determined by comparing the rate of
effect from the previous oil and remove residues, before
fuel consumption of a test oil with that displayed by baseline
introducing new test oil. D6837
oil. D6837
3.2.7 flying flush, n—in internal combustion engines, the
3.1.9 lubricant, n—any material interposed between two
washing out with a rush of engine oil, during a prescribed
surfaces that reduces the friction or wear, or both, between
mode of engine operation to minimize carryover effect from
them. D4175
the previously used oil and remove residues without stopping
3.1.10 non-reference oil, n—any oil other than a reference
the engine after the previous test. D6837
oil, such as a research formulation, commercial oil, or candi-
3.2.8 off test time, n—time when the test is not operating at
date oil. D4175
the scheduled test conditions, but shutting down the engine is
3.1.11 non-standard test, n—a test that is not conducted in
not required.
conformance with the requirements in the standard test
3.2.9 stage restart, n—re-initiate a stage while the engine is
method, such as running on an un-calibrated test stand, using
running.
different test equipment, applying different equipment assem-
bly procedures, or using modified operating conditions. D4175
4. Summary of Test Method
3.1.12 purchaser, n—of an ASTM test, a person or organi-
4.1 The internal combustion engine with a displacement of
zation that pays for the conduct of an ASTM test method on a
specified product. 3.6 L is installed on a dynamometer test stand equipped with
the appropriate controls for speed, torque, and various other
3.1.12.1 Discussion—The preferred term is purchaser. Dep-
operating parameters.
recated terms that have been used are client, requester, sponsor,
4.2 The test method consists of measuring the laboratory
and customer. D4175
engine brake specific fuel consumption at six (6) constant
3.1.13 reference oil, n—an oil of known performance char-
speed/torque/temperature conditions for the baseline calibra-
acteristics used as a basis for comparison. D4175
tion oil, test oil, and a repeat of the baseline calibration oil. The
3.1.14 test oil, n—any oil subjected to evaluation in an
approximate test length is 197 h.
established procedure. D4175
4.3 Aged test oil is compared directly to fresh VIE BL
3.1.15 test start, n—introduction of test oil into the engine.
(baseline oil) SAE 20W-30 (see X1.2) baseline calibration oil
D4175
that is run before and after the test oil. When changing from
3.2 Definitions of Terms Specific to This Standard:
test oil to baseline oil, an intermediate flush with special
3.2.1 aged test oil, n—an engine oil to be tested that has flushing oil (FO) is required to minimize the possibility of a
been previously subjected to use in a spark-ignited operating carryover effect from the previous oil.
D8114 − 23a
A
TABLE 1 Sequence VIE New Engine Cyclic Break-in
4.4 Test results are expressed as a percent change in
Cycle
weighted fuel consumption relative to the baseline calibration
A B
oil.
Time at Each Step, min 4 1
Time to Decel. to Step A, s 15 max
5. Significance and Use Time to Accel. to Step B, s 15 max
Speed, r/min 1500 ± 50 3500 ± 50
5.1 Test Method—The data obtained from the use of this test
Power, kW 6.0 16.5
Torque, nm 38.00 ± 5 45.00 ± 5
method provide a comparative index of the fuel-saving capa-
Oil Gallery, °C 80 ± 2 80 ± 2
bilities of automotive engine oils under repeatable laboratory
Coolant In, °C 80 ± 2 80 ± 5
conditions. A BL has been established for this test to provide a
Coolant Flow, L/min 80 ± 5 80 ± 5
Intake Air Temperature and Humidity Control
standard against which all other oils can be compared. The BL
Not Required
oil is an SAE 20W-30 grade fully formulated lubricant. The
Exh. Back Press., kPa 105 Not Specified
test procedure was not designed to give a precise estimate of
AFR Record Not Specified
Fuel Pressure to Fuel Rail, kPa 405 ± 10 405 ± 10
the difference between two test oils without adequate replica-
Fuel Temperature to Fuel Rail, °C 22 ± 2 22 ± 2
tion. The test method was developed to compare the test oil to
Fuel Flow, kg/h Not Specified Not Specified
the BL oil. Companion test methods used to evaluate engine oil BSFC, kg/kWh Not Specified Not Specified
A
performance for specification requirements are discussed in the
The time at each cycle and their acceleration and deceleration times shall be
adhered to; target all parameters as close as possible.
latest revision of Specification D4485.
5.2 Use—The Sequence VIE test method is useful for
engine oil fuel economy specification acceptance. It is used in
tolerances require sensitive and precise control, give particular
specifications and classifications of engine lubricating oils,
attention to achieving and maintaining accurate calibration of
such as the following:
the related instrument systems.
5.2.1 Specification D4485.
6.4.1 Dynamometer—Use a Midwest or Eaton 37 kW
5.2.2 API 1509.
Model 758 dry gap dynamometer. Replacing an engine
5.2.3 SAE Classification J304.
dynamometer during a test (reference or non-reference oil) is
5.2.4 SAE Classification J1423.
not acceptable. If a dynamometer needs to be replaced during
a test, abort the test. Follow calibration requirements shown in
6. Apparatus
10.2.3 before starting each new test.
6.1 General—Standardize certain aspects of each test stand
6.4.2 Dynamometer Torque:
in terms of stand hardware. Examples of components that are
6.4.2.1 Dynamometer Load Cell—Measure the dynamom-
specified are certain pumps, valves, heat exchangers, heaters,
eter torque by a load cell of 0 kg to 45 kg. The dyno load cell
and piping nominal inside diameter (ID). Where specified, four
is required to have the following features:
classes or categories of stand hardware have been designated:
(1) Good temperature stability:
6.1.1 Prints/photos for special parts are included in this
Zero ≤0.0036 % Rated Output per degree Celsius, and
procedure. Substitution of equivalent equipment is allowed, but
Span ≤0.0036 % Rated Output per degree Celsius.
only after equivalency has been proven acceptable by the
(2) Nonlinearity ≤0.05 % Rated Output.
Sequence VI Surveillance Panel.
(3) Temperature compensation over range expected in
6.2 Test Engine Configuration—The test engine is a spe-
laboratory 21 °C to 40 °C. A Lebow Model 3397 (see X1.5)
cially built General Motors (GM) 3.6 L (LY7) engine (see
has been found suitable for this application. See Annex A20 for
X1.3). Mount the engine on the test stand so that the flywheel
additional approved load cell(s).
friction face is 3.0° 6 0.5° from the vertical with the front of
6.4.2.2 Dynamometer Load Cell Damper—Do not use a
the engine higher than the rear. The driveshaft angle shall be
load cell damper.
1.5° 6 0.5° from engine to dynamometer. The driveshaft angle
6.4.2.3 Dynamometer Load Cell Temperature Control—
shall be 0° 6 0.5° in the horizontal plane. Do not alter, modify,
Control the load cell temperature. Enclose the dynamometer
or rework any components of the engine unless authorized by
load cell to protect it from the variability of laboratory ambient
the Sequence VI surveillance panel.
temperatures. Mount the enclosure to the dynamometer base to
minimize vibration effects on the load cell. A band heater is
6.3 Laboratory Ambient Conditions—Do not permit air
optional as supplementary control. Maintain air in the enclo-
from fans or ventilation systems to blow directly on the engine.
sure within the operating temperature range specified by the
Small (<35 L/s) fans may be used to direct air towards the
load cell manufacturer within a variability of no more than
knock sensor and oxygen sensors. The ambient laboratory
66 °C. Control temperature by a means that does not cause
atmosphere shall be relatively free of dirt, dust, or other
uneven temperatures on the body of the load cell. Plumbing the
contaminants as required by good laboratory standards and
practices.
6.4 Engine Speed and Torque Control—The dynamometer
The sole source of supply of the apparatus known to the committee at this time
is Dyne Systems, 3602 West Wheelhouse Road, Milwaukee, WI 53208, www.dyne-
speed and torque control systems shall be capable of maintain-
systems.com. If you are aware of alternative suppliers, please provide this
ing the limits specified in Tables 1-3. The VIE closed-loop
information to ASTM International Headquarters. Your comments will receive
control system maintains speed by electronic throttle and
careful consideration at a meeting of the responsible technical committee, which
torque by dynamometer control. Since these speed and torque you may attend.
D8114 − 23a
A
TABLE 2 Sequence VIE Test Operating Conditions
Parameter Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6
B
Speed, r/min 2000 ± 5 2000 ± 5 1500 ± 5 695 ± 5 695 ± 5 695 ± 5
B
Load Cell, N·m 105.0 ± 0.1 105.0 ± 0.1 105.0 ± 0.1 20.0 ± 0.1 20.0 ± 0.1 40.0 ± 0.1
Nominal, Power kW 22.0 22.0 16.5 1.5 1.5 2.9
B
Oil Gallery, °C 115 ± 2 65 ± 2 115 ± 2 115 ± 2 35 ± 2 115 ± 2
B
Coolant-In, °C 109 ± 2 65 ± 2 109 ± 2 109 ± 2 35 ± 2 109 ± 2
Stabilization Time, min 90 90 90 90 90 90
All Stages
Temperatures, °C
Oil Circulation Record
Coolant Out Record
B
Intake Air 29 ± 2
B
Fuel-to-Flow meter 26 ± 2
B
Fuel-to-Fuel Rail 22 ± 2
C
Delta Load Cell Delta from the max stage average reading shall be #12
Oil Heater 205 max
Pressures
Intake Air, kPa 0.05 ± 0.02
Fuel-to-Flow meter, kPa 110 ± 10
Fuel-to-Fuel Rail, kPa 405 ± 10
Intake Manifold, kPa abs. Record
B
Exhaust Back Pressure, kPa abs. Stages 1-3 = 105.00 ± 0.17 / Stages 4-6 = 104.00 ± 0.17
Engine Oil, kPa Record
Crankcase, kPa 0.0 ± 0.25
Flows
Engine Coolant, L/min 80 ± 4
B
Fuel Flow, kg/h Record
Humidity, Intake Air, g/kg of dry air 11.4 ± 0.8
B
Air-to-Fuel Ratio 14.00:1 to 15.00:1
C
Air-to-Fuel Ratio Delta from max stage average reading shall be #0.50
A
Controlled parameters should be targeted for the middle of the specification range.
B
Critical measurement and control parameters.
C
Difference between the maximum stage average reading of the entire test and the individual stage average readings.
A
TABLE 3 Sequence VIE Test Operating Conditions
Stage Flush and Stage Aging Hours SI Units
Aging
Stage Flush
Phase I & Phase II
Speed, r/min 1500 ± 5 2250 ± 5
Torque, nm 70.00 ± 0.10 110.00 ± 0.10
B
Temperatures, °C
Oil Gallery 115 ± 2 120 ± 2
Coolant In 109 ± 2 110 ± 2
Oil Circulation Record Record
Coolant Out Record Record
Intake Air 29 ± 2 29 ± 2
B
Fuel-to-Flow meter 26 ± 2 26 ± 2
Fuel-to-Rail 22 ± 2 22 ± 2
Pressures
Intake Air, kPa 0.05 ± .02 0.05 ± 0.02
Fuel-to-Flow meter, kPa 110 ± 10 110 ± 10
Fuel-to-Rail, kPa 405 ± 10 405 ± 10
Intake Manifold, kPa abs Record Record
Exhaust Back, kPa abs 105.00 ± 0.20 105.00 ± 0.20
Engine Oil, kPa Record Record
Flows and Others
Engine Coolant, L/min 80 ± 4 80 ± 4
Fuel Flow, kg/h Record Record
Humidity, Intake Air Record Record
g/kg, of dry air 11.4 ± 0.8 11.4 ± 0.8
Air-to-Fuel Ratio 14.00:1 to 15.00:1 14.00:1 to 15.00:1
Crankcase, Pressure, kPa N/A 0.0 ± 0.25
A
Controlled parameters should be targeted for the middle of the specification
range.
B
±3 °C within this range.
D8114 − 23a
engine intake air supply to the enclosure has been found to be pressure drop equal to that of heat exchanger HX-1 and install
a suitable method for temperature control. it in the bypass loop of the coolant system.
6.4.2.4 Dynamometer Connection to Engine—Use a damper 6.5.5.1 An orifice plate (OP-1) is not required when using
system or damped shaft with U-joints for the dynamometer- the alternative cooling system (see Fig. A5.2 and Fig. A5.3).
to-engine connection (see 6.2). The following have been found 6.5.6 An orifice plate (differential pressure) (FE-103 in Figs.
suitable and are currently used; Vulkan, Machine Service Inc. A5.1-A5.3) may be used (see X1.8). Use an orifice flange, 11/2
(see X1.15) with a stiffness of 5.2 kN·m ⁄rad. NPT. Size the orifice plate to yield a pressure drop of 11.21 kPa
6.4.2.5 Dynamometer Load Cell Power Supply—Laboratory 6 0.50 kPa at a flow rate of 80 L ⁄min. There shall be 10
ambient temperatures can affect the accuracy of the load cell diameters upstream and 5 diameters downstream of straight,
power supply. In order to minimize the error introduced by smooth pipe with no reducers or increasers. Flange size shall
temperature changes to the load cell power supply, select a be the same size as pipe size. Threaded, slip-on, or weld neck
power supply with a temperature drift spec <15 μV/ºC (manu- styles can be used as long as a consistent pipe diameter is kept
facturers of power supplies often report this drift specification throughout the required lengths. An orifice obtained from
in ppm, and 15 ppm is equivalent to 15 μV). Flowell (see X1.8) has been found suitable. As an alternative to
using a differential pressure orifice plate to measure coolant
6.5 Engine Cooling System—Use an external engine cooling
flow, the volumetric coolant flow rate may be measured using
system to maintain the specified jacket coolant temperature and
any venturi or electronic flow meter that has an accuracy of
flow rate during the test (see Figs. A5.1-A5.5). An alternative
<60.5 %.
cooling system is shown in Fig. A5.3. The systems shall have
6.5.7 A control valve (TCV-104 in Figs. A5.1 and A5.2) is
the following features:
required for controlling coolant temperature by directing flow
6.5.1 Pressurize the coolant system at the top of the reser-
through the heat exchanger, HX-1, or diverting it through the
voir. Control the system pressure to 100 kPa 6 10 kPa. Install
bypass portion of the cooling system.
a pressure cap or relief valve capable of maintaining system
6.5.7.1 A Badger Meter Model No.
pressure within the above requirements (PC-1 in Figs. A5.1-
9003TCW36SV3AxxL36 (air-to-close), or Model No.
A5.3).
9003TCW36SV1AxxL36 (air-to-open) 3-way globe (divert),
6.5.2 The pumping system shall be capable of producing
2 in. valve is the specified valve.
80 L ⁄min 6 4 L ⁄min. A Gould’s G&L centrifugal pump (P-1 in
6.5.7.2 Additional approved part numbers are listed in
Figs. A5.1-A5.3), Model NPE, Size 1ST, mechanical seal, with
Annex A20.
a 1.4914 kW, 3450 r ⁄min motor, has been found suitable for
6.5.7.3 Install the valve in a manner so that loss of air
this application (see X1.6). Voltage and phase of the motor is
pressure to the controller results in coolant flow through the
optional. Variable frequency drive (VFD) devices are accept-
heat exchanger rather than through the coolant bypass (fail
able in this application.
safe). Air-to-open/air-to-close is optional.
6.5.3 The coolant system volume is not specified; however
6.5.7.4 Control valve (TCV-104) is not required when using
certain cooling system components are specified as shown in
the alternative cooling system (see Fig. A5.2 and Fig. A5.3).
Figs. A5.1-A5.3. Adhere to the nominal ID of the line sizes as
6.5.8 A control valve (FCV-103 in Fig. A5.1 to Fig. A5.3) is
shown in Figs. A5.1-A5.3.
required for controlling the coolant flow rate to 80.0 L ⁄min 6
6.5.4 The specified heat exchanger (HX-1 in Fig. A5.1) is an
4 L ⁄min. A Badger Meter Model No.
ITT Standard brazed plate model 320-20, Part No. 5-686-
11 9003GCW36SV3A19L36, 2-way globe, 2 in., air-to-close
06020-001 or ITT Bell and Gossett brazed plate model
valve is the specified valve. A VFD device (P-1 in Fig. A17.9)
BP-75H-20, Part No. 5-686-06-020-001. Parallel or counter
would not require this valve.
flow through the heat exchanger is permitted.
6.5.9 Use a Viatran model 274/374, for reading the cool-
6.5.4.1 Approved replacement heat exchangers are listed in
ant flow rate at the orifice plate (FE-103 in Fig. A5.1 to Fig.
Annex A20.
A5.3) if orifice plate is used for flow measurement. See Annex
6.5.4.2 The specified heat exchanger(s) for the alternative
A20 for additional approved transducers.
cooling system (see Figs. A5.2 and A5.3) are an ITT shell and
6.5.10 Replace the engine water pump with a water pump
tube Model BCF 5-030-06-048-001 or an American Indus-
12 plate OHT6D-005-1, shown in Fig. A5.4.
trial AA-1248-3-6-SP.
6.5.11 A coolant reservoir, a coolant overflow container, and
6.5.5 An orifice plate (OP-1 in Fig. A5.1) is specified. It is
a sight glass are required as shown in Figs. A5.1-A5.3 and Fig.
recommended that the orifice plate be sized to provide a
A17.11. The design or model of these items is optional.
11 13
The sole source of supply of the apparatus known to the committee at this time The sole source of supply of the apparatus known to the committee at this time
is ITT Standard, 175 Standard Parkway, Cheektowaga (Buffalo), NY 14227. If you is Badger Meter, 4545 W Brown Deer Rd, PO Box 245036, Milwaukee, WI 53224.
are aware of alternative suppliers, please provide this information to ASTM If you are aware of alternative suppliers, please provide this information to ASTM
International Headquarters. Your comments will receive careful consideration at a International Headquarters. Your comments will receive careful consideration at a
1 1
meeting of the responsible technical committee, which you may attend. meeting of the responsible technical committee, which you may attend.
12 14
The sole source of supply of the apparatus known to the committee at this time The sole source of supply of the apparatus (Viatran pressure transducers)
is American Industrial Heat Transfer, Inc., 355 American Industrial Drive, LaCrosse known to the committee at this time is Vaitran, 199 Fire Tower Drive, Tonawanda,
VA 23950. If you are aware of alternative suppliers, please provide this information NY 14150. If you are aware of alternative suppliers, please provide this information
to ASTM International Headquarters. Your comments will receive careful consid- to ASTM International Headquarters. Your comments will receive careful consid-
1 1
eration at a meeting of the responsible technical committee, which you may attend. eration at a meeting of the responsible technical committee, which you may attend.
D8114 − 23a
6.5.12 Use a control valve (TCV-101 in Figs. A5.2 and 6.6.4.2 A reservoir with a minimum capacity of 19 L. It is
A5.3) for controlling the process water flow rate through the recommended that the system include three reservoirs, one for
heat exchanger HX-1. A Badger Meter Model BL calibration oil, one for FO (flush oil), and one for test oil.
9001GCW36SV3Axxx36 (air-to-close) or Model 6.6.4.3 An oil stirrer in each oil reservoir.
9001GCW36SV1Axxx36 (air-to-open), 2-way globe, 1 in. 6.6.4.4 An oil heating system (with appropriate controls) for
valve have been found to be suitable for this application. each oil reservoir with the capability of heating the oil in the
reservoir to 93 °C to 107 °C.
6.5.13 Use an 1 ⁄2 in. NPT sight glass in the main coolant
circuit (SG-1 in Figs. A5.1-A5.3). The make/model is optional. 6.6.4.5 A dump reservoir (see Fig. A5.8) with a minimum
capacity of 6.0 L.
6.5.14 Brass, copper, galvanized, or stainless steel materials
6.6.4.6 A dump reservoir float switch is required. (FLS-136
are recommended for hard plumbing in the coolant system.
in Fig. A5.8.) An OHT-6D00104/ Switch, Level, Gems, high
6.5.15 The materials used for process water, hot water,
temperature float switch has been found suitable for this
chilled water, process air, engine coolant overflow, and engine
application.
coolant transducer tubing are at the discretion of the laboratory.
6.6.5 The circulation system for oil temperature control
6.5.16 The system shall have provisions (for example, low
shall have the following features:
point drains) for draining all of the flushing water prior to
6.6.5.1 A total volume, including oil volume in the oil pan
installing a new coolant mixture.
to the full mark, shall be 5.9 L.
6.6 External Oil System—An external oil system as shown
6.6.5.2 Use a positive displacement oil circulation pump. A
in Figs. A5.6-A5.10 is required. Although all of the systems are
Viking Series 4125, Model G4125, no relief valve, base
interconnected in some manner, the overall external oil system
mounted are specified (Annex A20). The pump shall have a
is comprised of two separate circuits: (1) the flying flush
V-belt or direct drive electric drive motor of 1140 r ⁄min
system, which allows the oil to be changed while the engine is
to 1170 r ⁄min with a minimum power of 0.56 kW. Voltage and
running, and (2) the circulation system for oil temperature
phase are optional. See Annex A20 for additional approved
control. Consider the engine oil pan (OHT6D-001-1 or
models.
OHT6D-001-2) shown in Fig. A5.9 a part of the external oil
NOTE 1—If using a V-belt drive, use a 1:1 pulley ratio so that the final
system. Minimize the external oil volume of all of the circuits
speed of the pump is a nominal 1150 r/min.
as well as the length of connections and surfaces in contact
with more than one oil in the flush system to enable more 6.6.5.3 Use solenoid valves (FCV-150A, FCV-150C, FCV-
150D, and FCV-150E, in Fig. A5.6).
thorough flying flushes.
(1) FCV-150F and its related lines/piping are optional.
6.6.1 The flush system has a high capacity scavenge pump
(2) FCV-150A is a Burkert Type 251 piston-operated
that pumps used oil into a minimum 6.0 L capacity dump
valve used with a Type 312 solenoid valve (see Annex A20 for
reservoir while fresh oil is drawn into the engine. The dump
additional approved models) for actuation of air supply to the
reservoir float switch then resets certain solenoids and the
piston valve, solenoid valve direct-coupled to piston valve,
engine refills to the level established by the float switch in the
normally closed, explosion proof (left to the discretion of the
engine oil pan (which then closes the solenoid to the fresh oil
laboratory), and watertight, ⁄4 in., 2-way, stainless steel NPT
reservoir).
fitting.
6.6.2 The oil heat/cool loop uses a proportional controller to
(3) FCV-150C is to be Burkert Type 2000 with 13 mm
bypass the cooling heat exchanger. Control the temperature
orifice and 50 mm actuator. Additionally, flexible hoses to and
within narrow limits with minimal additional heat (and surface
from FCV-150C are to be size #12 and the internal diameter of
temperatures). The system can respond quickly to establish the
all fittings on the suction side of the engine driven oil pump
different oil gallery temperatures required in the procedure.
shall be equal to or greater than 0.50 in. Hose lines to and from
Arrange the proportional three-way control valve to go to its
FIL-2 are to be size #10.
midpoint during the flying flushes to avoid trapping oil, and
(4) FCV-150D and FCV-150E are Burkert Type 251
there shall be some cooling during test oil aging so that no oil
piston-operated valves used with a Type 312 solenoid valve
is trapped in the cooler.
(see Annex A20 for additional approved models) for actuation
6.6.3 Do not use cuprous materials in any of the oil system
of air supply to the piston valve, solenoid valve direct-coupled
(excluding the oil scavenge discharge system) except as may
to the piston valve, normally closed, explosion proof (left to the
be required by the use of mandatory equipment in this
discretion of the laboratory), and watertight, ⁄2 in., 2-way,
procedure.
stainless steel NPT fitting.
6.6.4 The flying flush system (see Fig. A5.6) shall have the
following features:
The sole source of supply of the apparatus known to the committee at this
6.6.4.1 A scavenge pump is required. The pump shall have
time is Viking Pumps, 401 State Street, Cedar Falls IA 50613. If you are aware of
an electric motor drive of 1140 r/min to 1150 r/min with a
alternative suppliers, please provide this information to ASTM International
minimum of 0.56 kW. Voltage and phase are optional. A Viking
Headquarters. Your comments will receive careful consideration at a meeting of the
Series 475,17 gear type, close-coupled pump, model H475M
responsible technical committee, which you may attend.
The sole source of supply of the apparatus known to the committee at this time
has been found suitable. Any pump meeting the specifications
is Burkert Fluid Control Systems, 11425 Mt Holly-Huntersville Rd, Huntersville
of a Viking series 475 may be utilized; however, when
NC 28078. If you are aware of alternative suppliers, please provide this information
changing to a different model pump, it will be necessary to
to ASTM International Headquarters. Your comments will receive careful consid-
conduct a new flush effectiveness evaluation (see 11.2). eration at a meeting of the responsible technical committee, which you may attend.
D8114 − 23a
6.6.5.4 Use control valve (TCV-144 in Fig. A5.6). The Fuel supply lines from the fuel flow measurement equipment to
specified valve is a Badger Meter Model No. the engine fuel rail shall be stainless steel tubing or piping or
1002TBN36SVOSALN36, 3-way globe (divert), ⁄2 in., air to
any flexible hose suitable for use with gasoline.
open valve.
6.7.2 Fuel Flow Measurement—Measure the critical fuel
6.6.5.5 Use a heat exchanger (HX-6 in Fig. A5.6) for oil
flow rate throughout the test. Use a Micro Motion Model
cooling. The specified heat exchanger is an ITT model 310-
CMF010 or CMFS010 mass flow meter with either a
11 11
20 or an ITT Bell & Gossett, model BP-25-20 (Part No.
RFT9739, 2500 MVD, 2700MVD, or 1700MVD transmitter.
5-686-04-020-001), brazed plate.
The Micro Motion sensor may be mounted in a vertical or a
horizontal position.
NOTE 2—The ITT Standard and ITT Bell and Gossett heat exchangers
have been standardized under one model and part number. The new
6.7.3 Fuel Temperature and Pressure Control to the Fuel
replacement is Model BP410-20, Part No. 5-686-04-020-002.
Flow Meter—Maintain fuel temperature and pressure to the
6.6.5.6 Use an electric heater (EH-5 in Fig. A5.6) for oil
fuel flow meter at the values specified in Tables 1-3. Precise
heating. The specified heater is a heating element inserted in
fuel pressure control without fluctuation or aeration is manda-
the liquid Cerrobase or Bolton 255 inside a Labeco oil heater
tory for test precision. The fuel pressure regulator shall have a
housing (see X1.12). Any heater elements rated at 3000 W may
safety pressure relief, or a pressure relief valve, parallel to
be used within the Labeco housing. See Annex A20 for
pressure regulator for safety purposes.
recommended heating elements.
6.7.4 Fuel Temperature and Pressure Control to Engine
(1) It is specified that a thermocouple be installed in the
Fuel Rail—Maintain fuel temperature and pressure to the
external oil heater so that the temperature can be monitored.
engine fuel rail at the values specified in Tables 1-3. Precise
Install this thermocouple into the top of the heater into the
fuel temperature and precise fuel pressure control without
Cerrobase or Bolton 255 (see Fig. A5.7) to an insertion depth
fluctuation or aeration is mand
...

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: D8114 − 23 D8114 − 23a
Standard Test Method for
Measurement of Effects of Automotive Engine Oils on Fuel
Economy of Passenger Cars and Light-Duty Trucks in
1,2
Sequence VIE Spark Ignition
This standard is issued under the fixed designation D8114; 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.
INTRODUCTION
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 – Annex A4).
The TMC provides reference oils and engineering and statistical services to laboratories that desire
to produce test results that are statistically similar to those produced by laboratories previously
calibrated by the TMC.
In general, the Test Purchaser decides if a calibrated test stand is to be used. Organizations such as
the American Chemistry Council require that a laboratory utilize the TMC services as part of their test
registration process. In addition, the American Petroleum Institute (API) and the Gear Lubricant
Review Committee of the Lubricant Review Institute (SAE International) require that a laboratory use
the TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
ASTM International policy is to encourage the development of test procedures based on generic
equipment. It is recognized that there are occasions where critical/sole-source equipment has been
approved by the technical committee (surveillance panel/task force) and is required by the test
procedure. The technical committee that oversees the test procedure is encouraged to clearly identify
if the part is considered critical in the test procedure. If a part is deemed to be critical, ASTM
encourages alternative suppliers to be given the opportunity for consideration of supplying the critical
part/component providing they meet the approval process set forth by the technical committee.
An alternative supplier can start the process by initiating contact with the technical committee
(current chairs shown on ASTM TMC website). The supplier should advise on the details of the part
that is intended to be supplied. The technical committee will review the request and determine
feasibility of an alternative supplier for the requested replacement critical part. In the event that a
replacement critical part has been identified and proven equivalent the sole-source supplier footnote
shall be removed from the test procedure.
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.B0.01 on Passenger Car Engine Oils.
Current edition approved July 1, 2023Oct. 1, 2023. Published July 2023October 2023. Originally approved in 2017. Last previous edition approved in 20222023 as
D8114 – 22a.D8114 – 23. DOI: 10.1520/D8114-23.10.1520/D8114-23A.
The multi-cylinder engine test sequences were originally developed by an ASTM Committee D02 group. Subsequently, the procedures were published in an ASTM
special technical publication. The Sequence VIB was published as Research Report RR:D02-1469, dated April 8, 1999.
Until the next revision of this test method, the ASTM Test Monitoring Center will update changes in the test method by means of Information Letters. Information Letters
may be obtained from the ASTM Test Monitoring Center, 203 Armstrong Drive, Freeport, PA 16229, www.astmtmc.org. Attention: Director. This edition incorporates
revisions in all Information Letters through No. 23-1.23-2.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D8114 − 23a
1. Scope*
1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel
economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a
specified spark-ignition engine with a displacement of 3.6 L (General Motors) on a dynamometer test stand. It applies to
multi-viscosity oils used in these applications.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exceptions—Where there is no direct equivalent such as the units for screw threads, National Pipe threads/diameters, tubing
size, and single source supply equipment specifications. Additionally, Brake Specific Fuel Consumption (BSFC) is measured in
kilogram per kilowatt hour.
1.3 This test method is arranged as follows:
Subject Section
Introduction
Scope 1
Referenced Documents 2
Terminology 3
Summary of Test Method 4
Significance and Use 5
Apparatus 6
General 6.1
Test Engine Configuration 6.2
Laboratory Ambient Conditions 6.3
Engine Speed and Torque Control 6.4
Dynamometer 6.4.1
Dynamometer Torque 6.4.2
Engine Cooling System 6.5
External Oil System 6.6
Fuel System 6.7
Fuel Flow Measurement 6.7.2
Fuel Temperature and Pressure Control to the Fuel Flow Meter 6.7.3
Fuel Temperature and Pressure Control to Engine Fuel Rail 6.7.4
Fuel Supply Pumps 6.7.5
Fuel Filtering 6.7.6
Engine Intake Air Supply 6.8
Intake Air Humidity 6.8.1
Intake Air Filtration 6.8.2
Intake Air Pressure Relief 6.8.3
Temperature Measurement 6.9
Thermocouple Location 6.9.5
AFR Determination 6.10
Exhaust and Exhaust Back Pressure Systems 6.11
Exhaust Manifolds 6.11.1
Laboratory Exhaust System 6.11.2
Exhaust Back Pressure 6.11.3
Pressure Measurement and Pressure Sensor Locations 6.12
Engine Oil 6.12.2
Fuel to Fuel Flow Meter 6.12.3
Fuel to Engine Fuel Rail 6.12.4
Exhaust Back Pressure 6.12.5
Intake Air 6.12.6
Intake Manifold Vacuum/Absolute Pressure 6.12.7
Coolant Flow Differential Pressure 6.12.8
Crankcase Pressure 6.12.9
Engine Hardware and Related Apparatus 6.13
Test Engine Configuration 6.13.1
ECU (Power Control Module) 6.13.2
Thermostat Block-Off Adapter Plate 6.13.3
Wiring Harness 6.13.4
Thermostat Block-Off Plate 6.13.5
Oil Filter Adapter Plate 6.13.6
Modified Throttle Body Assembly 6.13.7
Fuel Rail 6.13.8
Trademark of General Motors Corporation, 300 Renaissance Center, Detroit, MI 48265.
D8114 − 23a
Miscellaneous Apparatus Related to Engine Operation 6.14
Reagents and Materials 7
Engine Oil 7.1
Test Fuel 7.2
Engine Coolant 7.3
Cleaning Materials 7.4
Preparation of Apparatus 8
Test Stand Preparation 8.2
Engine Preparation 9
Cleaning of Engine Parts 9.2
Engine Assembly Procedure 9.3
General Assembly Instructions 9.3.1
Bolt Torque Specifications 9.3.2
Sealing Compounds 9.3.3
Harmonic Balancer 9.3.5
Thermostat 9.3.6
Coolant Inlet 9.3.7
Oil Filter Adapter 9.3.8
Dipstick Tube 9.3.9
Sensors, Switches, Valves, and Positioners 9.3.10
Ignition System 9.3.11
Fuel Injection System 9.3.12
Intake Air System 9.3.13
Engine Management System 9.3.14
Accessory Drive Units 9.3.15
Exhaust Manifolds 9.3.16
Engine Flywheel and Guards 9.3.17
Lifting of Assembled Engines 9.3.18
Engine Mounts 9.3.19
Non-Phased Camshaft Gears 9.3.20
Internal Coolant Orifice 9.3.21
Calibration 10
Stand/Engine Calibration 10.1
Procedure 10.1.1
Reporting of Reference Results 10.1.2
Analysis of Reference/Calibration Oils 10.1.3
Instrument Calibration 10.2
Engine Torque Measurement System 10.2.3
Fuel Flow Measurement System 10.2.4
Coolant Flow Measurement System 10.2.5
Thermocouple and Temperature Measurement System 10.2.6
Humidity Measurement System 10.2.7
Other Instrumentation 10.2.8
Test Procedure 11
External Oil System 11.1
Flush Effectiveness Demonstration 11.2
Preparation for Oil Charge 11.3
Initial Engine Start-Up 11.4
New Engine Break-In 11.5
Oil Charge for Break-In 11.5.2
Break-In Operating Conditions 11.5.3
Standard Requirements for Break-In 11.5.4
Routine Test Operation 11.6
Start-Up and Shutdown Procedures 11.6.1
Flying Flush Oil Exchange Procedures 11.6.2
Test Operating Stages 11.6.3
Stabilization to Stage Conditions 11.6.4
Stabilized BSFC Measurement Cycle 11.6.5
BLB1 Oil Flush Procedure for BL Oil Before Test Run 1 11.6.6
BSFC Measurement of BLB1 Oil Before Test Oil Run 2 11.6.7
BLB2 Oil Flush Procedure for BL Oil Before Test Oil 11.6.8
BSFC Measurement of BLB2 Oil Before Test Oil 11.6.9
Percent Delta Calculation for BLB1 vs. BLB2 11.6.10
Test Oil Flush Procedure 11.6.11
Test Oil Aging, Phase I 11.6.12
BSFC Measurement of Aged (Phase I) Test Oil 11.6.13
Test Oil Aging, Phase II 11.6.14
BSFC Measurement of Aged (Phase II) Test Oil 11.6.15
Oil Consumption and Sampling 11.6.16
Flush Procedure for BL Oil (BLA) After Test Oil 11.6.17
General Test Data Logging Forms 11.6.18
Diagnostic Review Procedures 11.6.19
Determination of Test Results 12
Final Test Report 13
Precision and Bias 14
Keywords 15
Annexes
ASTM Test Monitoring Center Organization Annex A1
D8114 − 23a
ASTM Test Monitoring Center: Calibration Procedures Annex A2
ASTM Test Monitoring Center: Maintenance Activities Annex A3
ASTM Test Monitoring Center: Related Information Annex A4
Detailed Specifications and Drawings of Apparatus Annex A5
Oil Heater Bolton 255 Refill Procedure Annex A6
Engine Part Number Listing Annex A7
Safety Precautions Annex A8
Sequence VIE Test Report Forms and Data Dictionary Annex A9
Statistical Equations for Mean and Standard Deviations Annex A10
Determining the Oil Sump Full Level and Consumption Annex A11
Fuel Injection Evaluation Annex A12
Pre-test Maintenance Checklist Annex A13
Blow-by Ventilation System Requirements Annex A14
Calculation of Test Results Annex A15
Calculation of Un-weighted Baseline Shift Annex A16
Non-Phased Cam Gear and Position Actuator Installation and Annex A17
GM Short Block Assembly Procedure
Procedure
Procurement of Test Materials Annex A18
Alternate Fuel Approval Requirements Annex A19
Appendix
Useful Information Appendix X1
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.5 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
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
D240 Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter
D323 Test Method for Vapor Pressure of Petroleum Products (Reid Method)
D381 Test Method for Gum Content in Fuels by Jet Evaporation
D445 Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
D525 Test Method for Oxidation Stability of Gasoline (Induction Period Method)
D1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption
D2699 Test Method for Research Octane Number of Spark-Ignition Engine Fuel
D3231 Test Method for Phosphorus in Gasoline
D3237 Test Method for Lead in Gasoline by Atomic Absorption Spectroscopy
D3338 Test Method for Estimation of Net Heat of Combustion of Aviation Fuels
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
D4485 Specification for Performance of Active API Service Category Engine Oils
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
D6837 Test Method for Measurement of Effects of Automotive Engine Oils on Fuel Economy of Passenger Cars and Light-Duty
Trucks in Sequence VIB Spark Ignition Engine (Withdrawn 2022)
D6894 Test Method for Evaluation of Aeration Resistance of Engine Oils in Direct-Injected Turbocharged Automotive Diesel
Engine (Withdrawn 2022)
E29 Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications
E191 Specification for Apparatus For Microdetermination of Carbon and Hydrogen in Organic and Organo-Metallic Compounds
IEEE/ASTM SI-10 Standard for Use of the International System of Units (SI): The Modern Metric System
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
The last approved version of this historical standard is referenced on www.astm.org.
D8114 − 23a
2.2 SAE Standards
J304 Engine Oil Tests
J1423 Classification of Energy-Conserving Engine Oil for Passenger Cars and Light-Duty Trucks
2.3 API Standard:
API 1509 Engine Oil Licensing and Certification System
API 1525 Bulk Oil Testing, Handling, and Storage Guidelines Documentation
2.4 ANSI Standard:
ANSI MC96.1-1975 Temperature Measurement—Thermocouples
3. Terminology
3.1 Definitions:
3.1.1 air-fuel ratio, n—in internal combustion engines, the mass ratio of air-to-fuel in the mixture being induced into the
combustion chambers. D4175
3.1.2 automotive, adj—descriptive of equipment associated with self-propelled machinery, usually vehicles driven by internal
combustion engines. D4175
3.1.3 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. D4175
3.1.4 break-in, v—in internal combustion engines, the running of a new engine under prescribed conditions to help stabilize engine
response and help remove initial friction characteristics associated with new engine parts. D6837
3.1.5 calibrate, v—to determine the indication or output of a (e.g. thermometer, manometer, engine) device or a given engine with
respect to a standard. D4175
3.1.6 calibration oil, n—an oil that is used to determine the indication or output of a measuring device or a given engine with
respect to a standard. D4175
3.1.7 engine oil, n—a liquid that reduces friction or wear, or both, between the moving parts of an engine; removes heat,
particularly from the underside of pistons; and serves as a combustion gas sealant for the piston rings.
3.1.7.1 Discussion—
It may contain additives to enhance certain properties. Inhibition of engine rusting, deposit formation, valve train wear, oil
oxidation, and foaming are examples. D4175
3.1.8 fuel economy, n—in internal combustion engines, the efficient use of gasoline.
3.1.8.1 Discussion—
Determined by comparing the rate of fuel consumption of a test oil with that displayed by baseline oil. D6837
3.1.9 lubricant, n—any material interposed between two surfaces that reduces the friction or wear, or both, between them. D4175
3.1.10 non-reference oil, n—any oil other than a reference oil, such as a research formulation, commercial oil, or candidate oil.
D4175
3.1.11 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 un-calibrated test stand, using different test equipment, applying different equipment assembly procedures, or
using modified operating conditions. D4175
3.1.12 purchaser, n—of an ASTM test, a person or organization that pays for the conduct of an ASTM test method on a specified
product.
Available from the Society of Automotive Engineers (SAE), 400 Commonwealth Dr., Warrendale, PA 15096-0001. This standard is not available separately. Order the
SAE Handbook Vol 2 or the SAE Fuels and Lubricants Standards Manual HS-23.
Available from American Petroleum Institute (API), 1220 L. St., NW, Washington, DC 20005-4070, http://www.api.org.
Available from American National Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036, http://www.ansi.org.
D8114 − 23a
3.1.12.1 Discussion—
The preferred term is purchaser. Deprecated terms that have been used are client, requester, sponsor, and customer. D4175
3.1.13 reference oil, n—an oil of known performance characteristics used as a basis for comparison. D4175
3.1.14 test oil, n—any oil subjected to evaluation in an established procedure. D4175
3.1.15 test start, n—introduction of test oil into the engine. D4175
3.2 Definitions of Terms Specific to This Standard:
3.2.1 aged test oil, n—an engine oil to be tested that has been previously subjected to use in a spark-ignited operating engine for
a prescribed length of service under prescribed conditions. D6837
3.2.2 aging, n—the subjecting of an engine oil to use in a spark-ignited operating engine for a prescribed length of service under
prescribed conditions. D6837
3.2.3 central parts distributor (CPD), n—the manufacturer or supplier, or both, of many of the parts and fixtures used in this test
method. D6894
3.2.3.1 Discussion—
Because of the need for availability, rigorous inspection, and control of many of the parts used in this test method, companies
having the capabilities to provide the needed services have been selected as the official suppliers for the Sequence VIE test method.
These companies work closely with the test procedure developer and with the ASTM groups associated with the test method to
help ensure that the critical engine parts used in this test method are available to the testing industry and function satisfactorily.
3.2.4 engine hours, n—cumulative time that ignition is powered after engine installation.
3.2.4.1 Discussion—
Engine hours will include any time accumulated on a different stand, including engine break-in.
3.2.5 engine shutdown, n—the engine is brought to a complete stop.
3.2.6 flush, v—to wash out with a rush of engine oil, during a prescribed mode of engine operation to minimize carryover effect
from the previous oil and remove residues, before introducing new test oil. D6837
3.2.7 flying flush, n—in internal combustion engines, the washing out with a rush of engine oil, during a prescribed mode of engine
operation to minimize carryover effect from the previously used oil and remove residues without stopping the engine after the
previous test. D6837
3.2.8 off test time, n—time when the test is not operating at the scheduled test conditions, but shutting down the engine is not
required.
3.2.9 stage restart, n—re-initiate a stage while the engine is running.
4. Summary of Test Method
4.1 The internal combustion engine with a displacement of 3.6 L is installed on a dynamometer test stand equipped with the
appropriate controls for speed, torque, and various other operating parameters.
4.2 The test method consists of measuring the laboratory engine brake specific fuel consumption at six (6) constant
speed/torque/temperature conditions for the baseline calibration oil, test oil, and a repeat of the baseline calibration oil. The
approximate test length is 197 h.
4.3 Aged test oil is compared directly to fresh VIE BL (baseline oil) SAE 20W-30 (see X1.2) baseline calibration oil that is run
before and after the test oil. When changing from test oil to baseline oil, an intermediate flush with special flushing oil (FO) is
required to minimize the possibility of a carryover effect from the previous oil.
D8114 − 23a
4.4 Test results are expressed as a percent change in weighted fuel consumption relative to the baseline calibration oil.
5. Significance and Use
5.1 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities
of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard
against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure
was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method
was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for
specification requirements are discussed in the latest revision of Specification D4485.
5.2 Use—The Sequence VIE test method is useful for engine oil fuel economy specification acceptance. It is used in specifications
and classifications of engine lubricating oils, such as the following:
5.2.1 Specification D4485.
5.2.2 API 1509.
5.2.3 SAE Classification J304.
5.2.4 SAE Classification J1423.
6. Apparatus
6.1 General—Standardize certain aspects of each test stand in terms of stand hardware. Examples of components that are specified
are certain pumps, valves, heat exchangers, heaters, and piping nominal inside diameter (ID). Where specified, four classes or
categories of stand hardware have been designated:
6.1.1 Prints/photos for special parts are included in this procedure. Substitution of equivalent equipment is allowed, but only after
equivalency has been proven acceptable by the Sequence VI Surveillance Panel.
6.2 Test Engine Configuration—The test engine is a specially built General Motors (GM) 3.6 L (LY7) engine (see X1.3). Mount
the engine on the test stand so that the flywheel friction face is 3.0° 6 0.5° from the vertical with the front of the engine higher
than the rear. The driveshaft angle shall be 1.5° 6 0.5° from engine to dynamometer. The driveshaft angle shall be 0° 6 0.5° in
the horizontal plane. Do not alter, modify, or rework any components of the engine unless authorized by the Sequence VI
surveillance panel.
6.3 Laboratory Ambient Conditions—Do not permit air from fans or ventilation systems to blow directly on the engine. Small (<35
L/s) fans may be used to direct air towards the knock sensor and oxygen sensors. The ambient laboratory atmosphere shall be
relatively free of dirt, dust, or other contaminants as required by good laboratory standards and practices.
6.4 Engine Speed and Torque Control—The dynamometer speed and torque control systems shall be capable of maintaining the
limits specified in Tables 1-3. The VIE closed-loop control system maintains speed by electronic throttle and torque by
dynamometer control. Since these speed and torque tolerances require sensitive and precise control, give particular attention to
achieving and maintaining accurate calibration of the related instrument systems.
6.4.1 Dynamometer—Use a Midwest or Eaton 37 kW Model 758 dry gap dynamometer. Replacing an engine dynamometer
during a test (reference or non-reference oil) is not acceptable. If a dynamometer needs to be replaced during a test, abort the test.
Follow calibration requirements shown in 10.2.3 before starting each new test.
6.4.2 Dynamometer Torque:
The sole source of supply of the apparatus known to the committee at this time is Dyne Systems, 3602 West Wheelhouse Road, Milwaukee, WI 53208,
www.dynesystems.com. 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.
D8114 − 23a
A
TABLE 1 Sequence VIE New Engine Cyclic Break-in
Cycle
A B
Time at Each Step, min 4 1
Time to Decel. to Step A, s 15 max
Time to Accel. to Step B, s 15 max
Speed, r/min 1500 ± 50 3500 ± 50
Power, kW 6.0 16.5
Torque, nm 38.00 ± 5 45.00 ± 5
Oil Gallery, °C 80 ± 2 80 ± 2
Coolant In, °C 80 ± 2 80 ± 5
Coolant Flow, L/min 80 ± 5 80 ± 5
Intake Air Temperature and Humidity Control
Not Required
Exh. Back Press., kPa 105 Not Specified
AFR Record Not Specified
Fuel Pressure to Fuel Rail, kPa 405 ± 10 405 ± 10
Fuel Temperature to Fuel Rail, °C 22 ± 2 22 ± 2
Fuel Flow, kg/h Not Specified Not Specified
BSFC, kg/kWh Not Specified Not Specified
A
The time at each cycle and their acceleration and deceleration times shall be
adhered to; target all parameters as close as possible.
6.4.2.1 Dynamometer Load Cell—Measure the dynamometer torque by a load cell of 0 kg to 45 kg. The dyno load cell is required
to have the following features:
(1) Good temperature stability:
Zero ≤0.0036 % Rated Output per degree Celsius, and
Span ≤0.0036 % Rated Output per degree Celsius.
(2) Nonlinearity ≤0.05 % Rated Output.
(3) Temperature compensation over range expected in laboratory 21 °C to 40 °C. A Lebow Model 3397 (see X1.5) has been
found suitable for this application. See Annex A20 for additional approved load cell(s).
6.4.2.2 Dynamometer Load Cell Damper—Do not use a load cell damper.
6.4.2.3 Dynamometer Load Cell Temperature Control—Control the load cell temperature. Enclose the dynamometer load cell to
protect it from the variability of laboratory ambient temperatures. Mount the enclosure to the dynamometer base to minimize
vibration effects on the load cell. A band heater is optional as supplementary control. Maintain air in the enclosure within the
operating temperature range specified by the load cell manufacturer within a variability of no more than 66 °C. Control
temperature by a means that does not cause uneven temperatures on the body of the load cell. Plumbing the engine intake air supply
to the enclosure has been found to be a suitable method for temperature control.
6.4.2.4 Dynamometer Connection to Engine—Use a damper system or damped shaft with U-joints for the dynamometer-to-engine
connection (see 6.2). The following have been found suitable and are currently used; Vulkan, Machine Service Inc. (see X1.15)
with a stiffness of 5.2 kN·m ⁄rad.
6.4.2.5 Dynamometer Load Cell Power Supply—Laboratory ambient temperatures can affect the accuracy of the load cell power
supply. In order to minimize the error introduced by temperature changes to the load cell power supply, select a power supply with
a temperature drift spec <15 μV/ºC (manufacturers of power supplies often report this drift specification in ppm, and 15 ppm is
equivalent to 15 μV).
6.5 Engine Cooling System—Use an external engine cooling system to maintain the specified jacket coolant temperature and flow
rate during the test (see Figs. A5.1-A5.5). An alternative cooling system is shown in Fig. A5.3. The systems shall have the
following features:
6.5.1 Pressurize the coolant system at the top of the reservoir. Control the system pressure to 100 kPa 6 10 kPa. Install a pressure
cap or relief valve capable of maintaining system pressure within the above requirements (PC-1 in Figs. A5.1-A5.3).
6.5.2 The pumping system shall be capable of producing 80 L ⁄min 6 4 L ⁄min. A Gould’s G&L centrifugal pump (P-1 in Figs.
A5.1-A5.3), Model NPE, Size 1ST, mechanical seal, with a 1.4914 kW, 3450 r ⁄min motor, has been found suitable for this
application (see X1.6). Voltage and phase of the motor is optional. Variable frequency drive (VFD) devices are acceptable in this
application.
D8114 − 23a
A
TABLE 2 Sequence VIE Test Operating Conditions
Parameter Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6
B
Speed, r/min 2000 ± 5 2000 ± 5 1500 ± 5 695 ± 5 695 ± 5 695 ± 5
B
Load Cell, N·m 105.0 ± 0.1 105.0 ± 0.1 105.0 ± 0.1 20.0 ± 0.1 20.0 ± 0.1 40.0 ± 0.1
Nominal, Power kW 22.0 22.0 16.5 1.5 1.5 2.9
B
Oil Gallery, °C 115 ± 2 65 ± 2 115 ± 2 115 ± 2 35 ± 2 115 ± 2
B
Coolant-In, °C 109 ± 2 65 ± 2 109 ± 2 109 ± 2 35 ± 2 109 ± 2
Stabilization Time, min 90 90 90 90 90 90
All Stages
Temperatures, °C
Oil Circulation Record
Coolant Out Record
B
Intake Air 29 ± 2
B
Fuel-to-Flow meter 26 ± 2
B
Fuel-to-Fuel Rail 22 ± 2
C
Delta Load Cell Delta from the max stage average reading shall be #12
Oil Heater 205 max
Pressures
Intake Air, kPa 0.05 ± 0.02
Fuel-to-Flow meter, kPa 110 ± 10
Fuel-to-Fuel Rail, kPa 405 ± 10
Intake Manifold, kPa abs. Record
B
Exhaust Back Pressure, kPa abs. Stages 1-3 = 105.00 ± 0.17 / Stages 4-6 = 104.00 ± 0.17
Engine Oil, kPa Record
Crankcase, kPa 0.0 ± 0.25
Flows
Engine Coolant, L/min 80 ± 4
B
Fuel Flow, kg/h Record
Humidity, Intake Air, g/kg of dry air 11.4 ± 0.8
B
Air-to-Fuel Ratio 14.00:1 to 15.00:1
C
Air-to-Fuel Ratio Delta from max stage average reading shall be #0.50
A
Controlled parameters should be targeted for the middle of the specification range.
B
Critical measurement and control parameters.
C
Difference between the maximum stage average reading of the entire test and the individual stage average readings.
A
TABLE 3 Sequence VIE Test Operating Conditions
Stage Flush and Stage Aging Hours SI Units
Aging
Stage Flush
Phase I & Phase II
Speed, r/min 1500 ± 5 2250 ± 5
Torque, nm 70.00 ± 0.10 110.00 ± 0.10
B
Temperatures, °C
Oil Gallery 115 ± 2 120 ± 2
Coolant In 109 ± 2 110 ± 2
Oil Circulation Record Record
Coolant Out Record Record
Intake Air 29 ± 2 29 ± 2
B
Fuel-to-Flow meter 26 ± 2 26 ± 2
Fuel-to-Rail 22 ± 2 22 ± 2
Pressures
Intake Air, kPa 0.05 ± .02 0.05 ± 0.02
Fuel-to-Flow meter, kPa 110 ± 10 110 ± 10
Fuel-to-Rail, kPa 405 ± 10 405 ± 10
Intake Manifold, kPa abs Record Record
Exhaust Back, kPa abs 105.00 ± 0.20 105.00 ± 0.20
Engine Oil, kPa Record Record
Flows and Others
Engine Coolant, L/min 80 ± 4 80 ± 4
Fuel Flow, kg/h Record Record
Humidity, Intake Air Record Record
g/kg, of dry air 11.4 ± 0.8 11.4 ± 0.8
Air-to-Fuel Ratio 14.00:1 to 15.00:1 14.00:1 to 15.00:1
Crankcase, Pressure, kPa N/A 0.0 ± 0.25
A
Controlled parameters should be targeted for the middle of the specification
range.
B
±3 °C within this range.
D8114 − 23a
6.5.3 The coolant system volume is not specified; however certain cooling system components are specified as shown in Figs.
A5.1-A5.3. Adhere to the nominal ID of the line sizes as shown in Figs. A5.1-A5.3.
6.5.4 The specified heat exchanger (HX-1 in Fig. A5.1) is an ITT Standard brazed plate model 320-20, Part No. 5-686-06020-
11 11
001 or ITT Bell and Gossett brazed plate model BP-75H-20, Part No. 5-686-06-020-001. Parallel or counter flow through the
heat exchanger is permitted.
6.5.4.1 Approved replacement heat exchangers are listed in Annex A20.
6.5.4.2 The specified heat exchanger(s) for the alternative cooling system (see Figs. A5.2 and A5.3) are an ITT shell and tube
11 12
Model BCF 5-030-06-048-001 or an American Industrial AA-1248-3-6-SP.
6.5.5 An orifice plate (OP-1 in Fig. A5.1) is specified. It is recommended that the orifice plate be sized to provide a pressure drop
equal to that of heat exchanger HX-1 and install it in the bypass loop of the coolant system.
6.5.5.1 An orifice plate (OP-1) is not required when using the alternative cooling system (see Fig. A5.2 and Fig. A5.3).
6.5.6 An orifice plate (differential pressure) (FE-103 in Figs. A5.1-A5.3) may be used (see X1.8). Use an orifice flange, 11/2 NPT.
Size the orifice plate to yield a pressure drop of 11.21 kPa 6 0.50 kPa at a flow rate of 80 L ⁄min. There shall be 10 diameters
upstream and 5 diameters downstream of straight, smooth pipe with no reducers or increasers. Flange size shall be the same size
as pipe size. Threaded, slip-on, or weld neck styles can be used as long as a consistent pipe diameter is kept throughout the required
lengths. An orifice obtained from Flowell (see X1.8) has been found suitable. As an alternative to using a differential pressure
orifice plate to measure coolant flow, the volumetric coolant flow rate may be measured using any venturi or electronic flow meter
that has an accuracy of <60.5 %.
6.5.7 A control valve (TCV-104 in Figs. A5.1 and A5.2) is required for controlling coolant temperature by directing flow through
the heat exchanger, HX-1, or diverting it through the bypass portion of the cooling system.
13 13
6.5.7.1 A Badger Meter Model No. 9003TCW36SV3AxxL36 (air-to-close), or Model No. 9003TCW36SV1AxxL36
(air-to-open) 3-way globe (divert), 2 in. valve is the specified valve.
6.5.7.2 Additional approved part numbers are listed in Annex A20.
6.5.7.3 Install the valve in a manner so that loss of air pressure to the controller results in coolant flow through the heat exchanger
rather than through the coolant bypass (fail safe). Air-to-open/air-to-close is optional.
6.5.7.4 Control valve (TCV-104) is not required when using the alternative cooling system (see Fig. A5.2 and Fig. A5.3).
6.5.8 A control valve (FCV-103 in Fig. A5.1 to Fig. A5.3) is required for controlling the coolant flow rate to 80.0 L ⁄min 6
4 L ⁄min. A Badger Meter Model No. 9003GCW36SV3A19L36, 2-way globe, 2 in., air-to-close valve is the specified valve. A
VFD device (P-1 in Fig. A17.9) would not require this valve.
6.5.9 Use a Viatran model 274/374, for reading the coolant flow rate at the orifice plate (FE-103 in Fig. A5.1 to Fig. A5.3) if
orifice plate is used for flow measurement. See Annex A20 for additional approved transducers.
6.5.10 Replace the engine water pump with a water pump plate OHT6D-005-1, shown in Fig. A5.4.
The sole source of supply of the apparatus known to the committee at this time is ITT Standard, 175 Standard Parkway, Cheektowaga (Buffalo), NY 14227. 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.
The sole source of supply of the apparatus known to the committee at this time is American Industrial Heat Transfer, Inc., 355 American Industrial Drive, LaCrosse
VA 23950. 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.
The sole source of supply of the apparatus known to the committee at this time is Badger Meter, 4545 W Brown Deer Rd, PO Box 245036, Milwaukee, WI 53224.
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.
The sole source of supply of the apparatus (Viatran pressure transducers) known to the committee at this time is Vaitran, 199 Fire Tower Drive, Tonawanda, NY 14150.
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.
D8114 − 23a
6.5.11 A coolant reservoir, a coolant overflow container, and a sight glass are required as shown in Figs. A5.1-A5.3 and Fig.
A17.11. The design or model of these items is optional.
6.5.12 Use a control valve (TCV-101 in Figs. A5.2 and A5.3) for controlling the process water flow rate through the heat
13 13
exchanger HX-1. A Badger Meter Model 9001GCW36SV3Axxx36 (air-to-close) or Model 9001GCW36SV1Axxx36
(air-to-open), 2-way globe, 1 in. valve have been found to be suitable for this application.
6.5.13 Use an 1 ⁄2 in. NPT sight glass in the main coolant circuit (SG-1 in Figs. A5.1-A5.3). The make/model is optional.
6.5.14 Brass, copper, galvanized, or stainless steel materials are recommended for hard plumbing in the coolant system.
6.5.15 The materials used for process water, hot water, chilled water, process air, engine coolant overflow, and engine coolant
transducer tubing are at the discretion of the laboratory.
6.5.16 The system shall have provisions (for example, low point drains) for draining all of the flushing water prior to installing
a new coolant mixture.
6.6 External Oil System—An external oil system as shown in Figs. A5.6-A5.10 is required. Although all of the systems are
interconnected in some manner, the overall external oil system is comprised of two separate circuits: (1) the flying flush system,
which allows the oil to be changed while the engine is running, and (2) the circulation system for oil temperature control. Consider
the engine oil pan (OHT6D-001-1 or OHT6D-001-2) shown in Fig. A5.9 a part of the external oil system. Minimize the external
oil volume of all of the circuits as well as the length of connections and surfaces in contact with more than one oil in the flush
system to enable more thorough flying flushes.
6.6.1 The flush system has a high capacity scavenge pump that pumps used oil into a minimum 6.0 L capacity dump reservoir
while fresh oil is drawn into the engine. The dump reservoir float switch then resets certain solenoids and the engine refills to the
level established by the float switch in the engine oil pan (which then closes the solenoid to the fresh oil reservoir).
6.6.2 The oil heat/cool loop uses a proportional controller to bypass the cooling heat exchanger. Control the temperature within
narrow limits with minimal additional heat (and surface temperatures). The system can respond quickly to establish the different
oil gallery temperatures required in the procedure. Arrange the proportional three-way control valve to go to its midpoint during
the flying flushes to avoid trapping oil, and there shall be some cooling during test oil aging so that no oil is trapped in the cooler.
6.6.3 Do not use cuprous materials in any of the oil system (excluding the oil scavenge discharge system) except as may be
required by the use of mandatory equipment in this procedure.
6.6.4 The flying flush system (see Fig. A5.6) shall have the following features:
6.6.4.1 A scavenge pump is required. The pump shall have an electric motor drive of 1140 r/min to 1150 r/min with a minimum
of 0.56 kW. Voltage and phase are optional. A Viking Series 475,17 gear type, close-coupled pump, model H475M has been found
suitable. Any pump meeting the specifications of a Viking series 475 may be utilized; however, when changing to a different model
pump, it will be necessary to conduct a new flush effectiveness evaluation (see 11.2).
6.6.4.2 A reservoir with a minimum capacity of 19 L. It is recommended that the system include three reservoirs, one for BL
calibration oil, one for FO (flush oil), and one for test oil.
6.6.4.3 An oil stirrer in each oil reservoir.
6.6.4.4 An oil heating system (with appropriate controls) for each oil reservoir with the capability of heating the oil in the reservoir
to 93 °C to 107 °C.
6.6.4.5 A dump reservoir (see Fig. A5.8) with a minimum capacity of 6.0 L.
6.6.4.6 A dump reservoir float switch is required. (FLS-136 in Fig. A5.8.) An OHT-6D00104/ Switch, Level, Gems, high
temperature float switch has been found suitable for this application.
6.6.5 The circulation system for oil temperature control shall have the following features:
D8114 − 23a
6.6.5.1 A total volume, including oil volume in the oil pan to the full mark, shall be 5.9 L.
6.6.5.2 Use a positive displacement oil circulation pump. A Viking Series 4125, Model G4125, no relief valve, base mounted
are specified (Annex A20). The pump shall have a V-belt or direct drive electric drive motor of 1140 r ⁄min to 1170 r ⁄min with a
minimum power of 0.56 kW. Voltage and phase are optional. See Annex A20 for additional approved models.
NOTE 1—If using a V-belt drive, use a 1:1 pulley ratio so that the final speed of the pump is a nominal 1150 r/min.
6.6.5.3 Use solenoid valves (FCV-150A, FCV-150C, FCV-150D, and FCV-150E, in Fig. A5.6).
(1) FCV-150F and its related lines/piping are optional.
(2) FCV-150A is a Burkert Type 251 piston-operated valve used with a Type 312 solenoid valve (see Annex A20 for
additional approved models) for actuation of air supply to the piston valve, solenoid valve direct-coupled to piston valve, normally
closed, explosion proof (left to the discretion of the laboratory), and watertight, ⁄4 in., 2-way, stainless steel NPT fitting.
(3) FCV-150C is to be Burkert Type 2000 with 13 mm orifice and 50 mm actuator. Additionally, flexible hoses to and from
FCV-150C are to be size #12 and the internal diameter of all fittings on the suction side of the engine driven oil pump shall be
equal to or greater than 0.50 in. Hose lines to and from FIL-2 are to be size #10.
(4) FCV-150D and FCV-150E are Burkert Type 251 piston-operated valves used with a Type 312 solenoid valve (see Annex
A20 for additional approved models) for actuation of air supply to the piston valve, solenoid valve direct-coupled to the piston
valve, normally closed, explosion proof (left to the discretion of the laboratory), and watertight, ⁄2 in., 2-way, stainless steel NPT
fitting.
6.6.5.4 Use control valve (TCV-144 in Fig. A5.6). The specified valve is a Badger Meter Model No. 1002TBN36SVOSALN36,
3-way globe (divert), ⁄2 in., air to open valve.
6.6.5.5 Use a heat exchanger (HX-6 in Fig. A5.6) for oil cooling. The specified heat exchanger is an ITT model 310-20 or an
ITT Bell & Gossett, model BP-25-20 (Part No. 5-686-04-020-001), brazed plate.
NOTE 2—The ITT Standard and ITT Bell and Gossett heat exchangers have been standardized under one model and part number. The new replacement
is Model BP410-20, Part No. 5-686-04-020-002.
6.6.5.6 Use an electric heater (EH-5 in Fig. A5.6) for oil heating. The specified heater is a heating element inserted in the liquid
Cerrobase or Bolton 255 inside a Labeco oil heater housing (see X1.12). Any heater elements rated at 3000 W may be used within
the Labeco housing. See Annex A20 for recommended heating elements.
(1) It is specified that a thermocouple be installed in the external oil heater so that the temperature can be monitored. Install
this thermocouple into the top of the heater into the Cerrobase or Bolton 255 (see Fig. A5.7) to an insertion depth of 245 mm 6
3 mm. Do not exceed the maximum temperature of 205 °C.
(2) The procedure for replacing a heating element is detailed in Annex A6.
6.6.5.7 Install one oil filter (FIL-1 in Fig. A5.6) in the external oil system. The filter specified is OHT6A-012-5 with a stainless
steel screen having a rating of 60 μm, Part No. OHT6A-013-3. Locate the filter between the engine oil pump and where the oil
enters the engine oil gallery.
6.6.5.8 Use modified oil filter adapter assembly, Part No. OHT6D-003-1, as shown in Fig. A5.10.
6.6.5.9 Engine oil plumbing shall be stainless steel tubing or piping or flexible hose suitable for use with oils at the temperatures
specified (see Fig. A5.6). When using a flexible hose in the external oil system, excluding the line to the dump tank, flexible hoses
to and from FCV-150C are to be size #12 and internal diameter of all fittings on the suction side of the engine driven oil pump
will be equal to or greater than 13 mm. Install Aeroquip No. 10 (Part No. 2807-10) to and from FIL-1 (see X1.13).
6.6.5.10 Insulation of plumbing for the external oil circulation system is mandatory. Insulation material selection is optional.
The sole source of supply of the apparatus known to the committee at this time is Viking Pumps, 401 State Street, Cedar Falls IA 50613. 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.
The sole source of supply of the apparatus known to the committee at this time is Burkert Fluid Control Systems, 11425 Mt H
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