ASTM D8111-23a

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

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate automotive engine oils for protection against oil thickening and piston deposits during moderately high-speed, hightemperature service.  
5.1.1 The increase in kinematic viscosity of the oil indicates the tendency of an oil to thicken because of oxidation. In automotive service, such thickening can cause oil pump starvation and resultant catastrophic engine failures.  
5.1.2 The deposit ratings for an oil indicate the tendency for the formation of deposits throughout the engine, including those that can cause sticking of the piston rings in their grooves. In automotive service, such ring sticking can cause a loss of compression pressures in the engine.  
5.2 The test method was developed to correlate with oils of known good and poor protection against oil thickening and piston deposits. Specially formulated oils that produce less than desirable results with unleaded fuels were also used during the development of this test.  
5.3 The Sequence IIIH engine oil test has been recommended as a replacement for the Sequence IIIG test and is expected to be used in specifications and classifications of engine lubricating oils, such as the following:  
5.3.1 Specification D4485.  
5.3.2 Military Specification MIL-PRF-2104.  
5.3.3 SAE Classification J183.
SCOPE
1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature performance characteristics, including oil thickening (as measured by kinematic viscosity increase), piston deposits, ring sticking, oil consumption, and phosphorus retention. Such oils include both single-viscosity and multiviscosity grade oils that are used in both spark-ignition, gasoline-fueled engines, as well as in diesel engines.  
1.1.1 Additionally, with nonmandatory supplemental requirements, a Sequence IIIHA Test (Mini Rotary Viscometer and Cold Cranking Simulator measurements), or a Sequence IIIHB Test (phosphorus retention measurement) can be conducted. These supplemental test procedures are contained in Appendix X1 and Appendix X2, respectively.
Note 1: Companion test methods used to evaluate engine oil performance for specification requirements are discussed in SAE J304.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions:  
1.2.1.1 Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing sizes, and valve sizes and springs.
1.2.1.2 The ring end gaps in Table A8.7, the dimensions for the blowby ventilation support bracket in Fig. A3.2, and the torque wrenches in Table A8.1 are in inch-pound units.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning statements are provided in 6.11.6, 7.1, 7.2.1, and 7.3.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

General Information

• Status: Published
• Publication Date: 30-Jun-2023
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0 - Automotive Lubricants

Relations

• 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 D2700-24 - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• 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 D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D2700-23b - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• 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 D2700-23a - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Oct-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D5293-20 - Standard Test Method for Apparent Viscosity of Engine Oils and Base Stocks Between –10 °C and –35 °C Using Cold-Cranking Simulator
• Effective Date: 01-Jun-2020
• Refers: ASTM D5453-19a - Standard Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
• Effective Date: 01-Jul-2019

Overview

ASTM D8111-23a: Standard Test Method for Evaluation of Automotive Engine Oils in the Sequence IIIH, Spark-Ignition Engine defines a comprehensive engine test procedure for assessing the performance of automotive engine oils under high-temperature, moderately high-speed conditions. Published by ASTM International, this standard is designed to evaluate key oil properties such as oil thickening (viscosity increase), piston deposit formation, ring sticking, oil consumption, and phosphorus retention. The method is applicable to both single-viscosity and multiviscosity grades used in gasoline-fueled spark-ignition engines and diesel engines, playing a vital role in oil quality specifications and supporting regulatory and industry evaluations.

Key Topics

• Oil Thickening and Oxidation Resistance
  The test measures the increase in kinematic viscosity, indicating the engine oil’s resistance to thickening under prolonged high-temperature service. Thickened oil may result in oil pump starvation and, ultimately, catastrophic engine failure.

• Deposit Formation and Piston Cleanliness
  The standard evaluates deposit buildup on pistons and other engine components. Excessive deposits can cause sticking of the piston rings, reducing compression and engine efficiency.

• Ring Sticking and Compression Loss
  Performance against ring sticking is critical. Stuck rings compromise engine compression and longevity. The standard outlines how to assess this through engine disassembly and visual inspection.

• Supplemental Test Options
  With nonmandatory appendices, users may also evaluate cold starting properties (via Mini Rotary Viscometer and Cold Cranking Simulator - Sequence IIIHA) and phosphorus retention (Sequence IIIHB) to accommodate further performance needs.

• Correlation with Industry Specifications
  This method is recommended as a replacement for the Sequence IIIG test and is referenced in key specifications including ASTM D4485, Military Specification MIL-PRF-2104, and SAE J183.

Applications

• Engine Oil Formulation and Quality Control
  Oil manufacturers utilize ASTM D8111-23a to verify product performance against industry and regulatory standards, ensuring reliability and protection in real-world applications.

• Specification Compliance and Lubricant Approval
  Results from this test support compliance with major specifications by organizations such as the American Petroleum Institute (API) and military agencies, underpinning oil classification and customer confidence.

• Research and Development
  The method serves R&D teams in benchmarking new lubricant technologies and validating improvements in oxidation stability, cleanliness, and wear resistance.

• Laboratory Accreditation and Calibration
  Laboratories use the standard for quality assurance, often employing ASTM Test Monitoring Center (TMC) services to calibrate test stands, ensuring consistent and reliable results recognized across the industry.

Related Standards

• ASTM D7320 – Evaluation of Automotive Engine Oils in the Sequence IIIG Spark-Ignition Engine
• ASTM D4485 – Specification for Performance of Active API Service Category Engine Oils
• SAE J183 – Engine Oil Performance and Service Classification
• SAE J300 – Engine Oil Viscosity Classification
• MIL-PRF-2104 – Military Performance Specification for Engine Oils
• SAE J304 – Engine Oil Test Methods
• ASTM D445 – Test Method for Kinematic Viscosity of Transparent and Opaque Liquids
• ASTM D8047 – Test Method for Engine Oil Aeration Resistance

Practical Value

Using ASTM D8111-23a ensures engine oils deliver essential performance benefits such as oxidation stability, deposit control, and robust operation under severe service conditions. The standard is widely adopted by oil marketers, OEMs, regulators, and independent testing laboratories to safeguard engine durability and meet modern vehicle requirements. By referencing this method, organizations can demonstrate commitment to industry best practices and drive continuous product improvement in automotive lubricants.

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: D8111 − 23a
Standard Test Method for
Evaluation of Automotive Engine Oils in the Sequence IIIH,
Spark-Ignition Engine
This standard is issued under the fixed designation D8111; 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).
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 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.
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
evaluating automotive engine oils for certain high-temperature
performance characteristics, including oil thickening (as mea-
This test method is under the jurisdiction of ASTM Committee D02 on
sured by kinematic viscosity increase), piston deposits, ring
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Subcommittee D02.B0 on Automotive Lubricants. sticking, oil consumption, and phosphorus retention. Such oils
Current edition approved July 1, 2023. Published July 2023. Originally approved
include both single-viscosity and multiviscosity grade oils that
in 2017. Last previous edition approved in 2023 as D8111 – 23. DOI: 10.1520/
are used in both spark-ignition, gasoline-fueled engines, as
D8111-23A.
well as in diesel engines.
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
1.1.1 Additionally, with nonmandatory supplemental
letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
requirements, a Sequence IIIHA Test (Mini Rotary Viscometer
Drive, Freeport, PA 16229, Attention: Director. This edition incorporates revisions
in all information letters through No. 23-1. and Cold Cranking Simulator measurements), or a Sequence
*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
D8111 − 23a
IIIHB Test (phosphorus retention measurement) can be con- D2699 Test Method for Research Octane Number of Spark-
ducted. These supplemental test procedures are contained in Ignition Engine Fuel
Appendix X1 and Appendix X2, respectively. D2700 Test Method for Motor Octane Number of Spark-
Ignition Engine Fuel
NOTE 1—Companion test methods used to evaluate engine oil perfor-
D3231 Test Method for Phosphorus in Gasoline
mance for specification requirements are discussed in SAE J304.
D3237 Test Method for Lead in Gasoline by Atomic Absorp-
1.2 The values stated in SI units are to be regarded as
tion Spectroscopy
standard. No other units of measurement are included in this
D3244 Practice for Utilization of Test Data to Determine
standard.
Conformance with Specifications
1.2.1 Exceptions:
D3338 Test Method for Estimation of Net Heat of Combus-
1.2.1.1 Where there is no direct SI equivalent such as screw
tion of Aviation Fuels
threads, national pipe threads/diameters, tubing sizes, and
D3343 Test Method for Estimation of Hydrogen Content of
valve sizes and springs.
Aviation Fuels
1.2.1.2 The ring end gaps in Table A8.7, the dimensions for
D4052 Test Method for Density, Relative Density, and API
the blowby ventilation support bracket in Fig. A3.2, and the
Gravity of Liquids by Digital Density Meter
torque wrenches in Table A8.1 are in inch-pound units.
D4175 Terminology Relating to Petroleum Products, Liquid
1.3 This standard does not purport to address all of the
Fuels, and Lubricants
safety concerns, if any, associated with its use. It is the
D4485 Specification for Performance of Active API Service
responsibility of the user of this standard to establish appro-
Category Engine Oils
priate safety, health, and environmental practices and deter-
D4684 Test Method for Determination of Yield Stress and
mine the applicability of regulatory limitations prior to use.
Apparent Viscosity of Engine Oils at Low Temperature
Specific warning statements are provided in 6.11.6, 7.1, 7.2.1,
D4739 Test Method for Base Number Determination by
and 7.3.
Potentiometric Hydrochloric Acid Titration
1.4 This international standard was developed in accor-
D4815 Test Method for Determination of MTBE, ETBE,
dance with internationally recognized principles on standard-
TAME, DIPE, tertiary-Amyl Alcohol and C to C Alco-
1 4
ization established in the Decision on Principles for the
hols in Gasoline by Gas Chromatography
Development of International Standards, Guides and Recom-
D5185 Test Method for Multielement Determination of
mendations issued by the World Trade Organization Technical
Used and Unused Lubricating Oils and Base Oils by
Barriers to Trade (TBT) Committee.
Inductively Coupled Plasma Atomic Emission Spectrom-
etry (ICP-AES)
2. Referenced Documents
D5191 Test Method for Vapor Pressure of Petroleum Prod-
ucts and Liquid Fuels (Mini Method)
2.1 ASTM Standards:
D5293 Test Method for Apparent Viscosity of Engine Oils
D86 Test Method for Distillation of Petroleum Products and
and Base Stocks Between –10 °C and –35 °C Using
Liquid Fuels at Atmospheric Pressure
Cold-Cranking Simulator
D130 Test Method for Corrosiveness to Copper from Petro-
D5452 Test Method for Particulate Contamination in Avia-
leum Products by Copper Strip Test
tion Fuels by Laboratory Filtration
D235 Specification for Mineral Spirits (Petroleum Spirits)
D5453 Test Method for Determination of Total Sulfur in
(Hydrocarbon Dry Cleaning Solvent)
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
D240 Test Method for Heat of Combustion of Liquid Hy-
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
drocarbon Fuels by Bomb Calorimeter
D7320 Test Method for Evaluation of Automotive Engine
D323 Test Method for Vapor Pressure of Petroleum Products
Oils in the Sequence IIIG, Spark-Ignition Engine
(Reid Method)
D8047 Test Method for Evaluation of Engine Oil Aeration
D381 Test Method for Gum Content in Fuels by Jet Evapo-
Resistance in a Caterpillar C13 Direct-Injected Turbo-
ration
charged Automotive Diesel Engine
D445 Test Method for Kinematic Viscosity of Transparent
E29 Practice for Using Significant Digits in Test Data to
and Opaque Liquids (and Calculation of Dynamic Viscos-
Determine Conformance with Specifications
ity)
E168 Practices for General Techniques of Infrared Quanti-
D525 Test Method for Oxidation Stability of Gasoline (In-
tative Analysis
duction Period Method)
E191 Specification for Apparatus For Microdetermination of
D664 Test Method for Acid Number of Petroleum Products
Carbon and Hydrogen in Organic and Organo-Metallic
by Potentiometric Titration
Compounds
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
leum Products by Fluorescent Indicator Adsorption 2.2 SAE Standards:
J183 Engine Oil Performance and Engine Service Classifi-
cation (Other Than “Energy-Conserving”)
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 Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale,
the ASTM website. PA 15096, http://www.sae.org.
D8111 − 23a
J300 Engine Oil Viscosity Classification environment that can produce a deterioration of the material
J304 Engine Oil Tests *HS-23/00* and its properties. D4175
2.3 Other ASTM Documents:
3.1.8 engine oil, n—a liquid that reduces friction or wear, or
Guidelines for Calibration
both, between the moving parts within an engine; removes
The Lubricant Test Monitoring System, Sequence IIIH Test
heat, particularly from the underside of pistons; and serves as
Control Chart Technique for Developing and Applying
a combustion gas sealant for piston rings.
Severity Adjustments (SA)
3.1.8.1 Discussion—It may contain additives to enhance
ASTM Deposit Rating Manual No. 20 (Formerly CRC
certain properties. Inhibition of engine rusting, deposit
Manual 20)
formation, valve train wear, oil oxidation, and foaming are
2.4 Other Standards:
examples. D4175
MIL-PRF-2104 Performance Specification: Lubricating Oil,
8 3.1.9 hot-stuck piston ring, n—in internal combustion
Internal Combustion Engine, Combat/Tactical Service
engines, a piston ring that is stuck when the piston and ring are
API 1525 Bulk Oil Testing, Handling, and Storage Guide-
at room temperature, and inspection shows that it was stuck
lines Documentation
during engine operation.
3.1.9.1 Discussion—The portion of the ring that is stuck
3. Terminology
cannot be moved with moderate finger pressure. A hot-stuck
3.1 Definitions:
ring is characterized by varnish or carbon across a portion of its
3.1.1 air-fuel ratio, n—in internal combustion engines, the
face, indicating that portion of the ring was not contacting the
mass ratio of air-to-fuel in the mixture being induced into the
cylinder wall during engine operation. D4175
combustion chambers. D4175
3.1.10 lubricant test monitoring system (LTMS), n—an ana-
3.1.2 automotive, adj—descriptive of equipment associated
lytical system in which ASTM calibration test data are used to
with self-propelled machinery, usually vehicles driven by
manage lubricant test precision and severity (bias). D4175
internal combustion engines. D4175
3.1.11 lubricant, n—any material interposed between two
3.1.3 blowby, n—in internal combustion engines, that por-
surfaces that reduces the friction or wear, or both, between
tion of the combustion products and unburned air/fuel mixture
them. D4175
that leaks past piston rings into the engine crankcase during
3.1.12 mass fraction of B, w , n—mass of a component B in
operation. D4175
B
a mixture divided by the total mass of all the constituents of the
3.1.4 calibrate, v—to determine the indication or output of a
mixture.
device (e.g., thermometer, manometer, engine) with respect to
3.1.12.1 Discussion—Values are expressed as pure numbers
that of a standard. D4175
or the ratio of two units of mass (for example, mass fraction of
3.1.5 calibrated test stand, n—a test stand on which the
–6
lead is w = 1.3 x 10 = 1.3 mg/kg). D8047
B
testing of reference material(s), conducted as specified in the
3.1.13 Material Safety Data Sheet (MSDS), n—a fact sheet
standard, provided acceptable test results.
summarizing information about material identification; hazard-
3.1.5.1 Discussion—In several automotive lubricant stan-
ous ingredients; health, physical, and fire hazards; first aid;
dard test methods, the ASTM Test Monitoring Center provides
chemical reactivities and incompatibilities; spill, leak, and
testing guidance and determines acceptability. D4175
disposal procedures; and protective measures required for safe
3.1.6 cold-stuck piston ring, n—in internal combustion
handling and storage. http://www.msdssearch.com
engines, a piston ring that is stuck when the piston and ring are
3.1.14 non-reference oil, n—any oil, other than a reference
at room temperature, but inspection shows that it was free
during engine operation. oil; such as a research formulation, commercial oil, or candi-
date oil. D4175
3.1.6.1 Discussion—A cold-stuck piston ring cannot be
moved with moderate finger pressure. It is characterized by a
3.1.15 oxidation, n—of engine oil, the reaction of the oil
polished face over its entire circumference, indicating essen-
with an electron acceptor, generally oxygen, that can produce
tially no blowby passed over the outside of the ring during
deleterious acidic or resinous materials often manifested as
operation. D4175
sludge formation, varnish formation, viscosity increase, or
3.1.7 corrosion, n—the chemical or electrochemical reac-
corrosion, or a combination thereof. D4175
tion between a material, usually a metal surface, and its
3.1.16 quality index (QI), n—a mathematical formula that
uses data from controlled parameters to calculate a value
indicative of control performance. D4175
Guidelines for Calibration can be found in the Lubricant Test Monitoring
System, available from the Test Monitoring Center, www.astmtmc.org.
3.1.17 Quantity, n—in the SI, a measurable property of a
Available at: https://www.astmtmc.org/ftp/datadict/IIIH/current/.
7 body or substance where the property has a magnitude ex-
Available as stock #TMCMNL20 at www.astm.org, or contact ASTM Customer
pressed as the product of a number and a unit; there are seven,
Service at [e-mail].
Available from U.S. Government Printing Office, Superintendent of
well-defined base quantities (length, time, mass, temperature,
Documents, 732 N. Capitol St., NW, Washington, DC 20401-0001, http://
amount of substance, electric current, and luminous intensity)
www.access.gpo.gov.
from which all other quantities are derived (for example,
Available from American Petroleum Institute (API), 200 Massachusetts Ave.
NW, Suite 1100, Washington, DC 20001, http://www.api.org. volume whose SI unit is the cubic metre).
D8111 − 23a
3.1.17.1 Discussion—Symbols for quantities must be care- 3.2 Definitions of Terms Specific to This Standard:
fully defined; are written in italic font, can be upper or lower 3.2.1 build-up oil, n—EF-411, non-compounded,
case, and can be qualified by adding further information in ISO VG 32 (SAE 10) oil used in lubricating some of the
subscripts, or superscripts, or in parentheses (for example, t Sequence IIIH parts during engine assembly.
fuel
= 40 °C, where t is used as the symbol for the quantity Celsius
3.2.2 central parts distributor (CPD), n, n—the manufac-
temperature and t is the symbol for the specific quantity fuel
fuel
turer and supplier of many of the parts and fixtures used in this
temperature). D8047
test method.
3.1.18 reference oil, n—an oil of known performance
3.2.2.1 Discussion—Because of the need for rigorous in-
characteristics, used as a basis for comparison.
spection and control of many of the parts used in this test
3.1.18.1 Discussion—Reference oils are used to calibrate
method, and because of the need for careful manufacture of
testing facilities, to compare the performance of other oils, or
special parts and fixtures used, companies having the capabili-
to evaluate other materials (such as seals) that interact with
ties to provide the needed services have been selected as the
oils. D4175
official suppliers for the Sequence IIIH test method. These
3.1.19 standard test, n—a test on a calibrated test stand,
companies work closely with the original parts suppliers, with
using the prescribed equipment according to the requirements
the Test Procedure Developer, and with the ASTM groups
in the test method, and conducted according to the specified
associated with the test method to help ensure that the
operating conditions. D4175
equipment and materials used in the method function
satisfactorily. D7320
3.1.20 special parts supplier (SPS), n—the manufacturer
3.2.3 reference oil test, n—a standard Sequence IIIH engine
and supplier of many of the parts and fixtures used in this test
oil test of a reference oil designated by the TMC.
method. D7320
3.2.4 test procedure developer, n—the group or agency
3.1.21 test oil, n—any oil subjected to evaluation in an
which developed the Sequence IIIH test procedure before its
established procedure.
standardization by ASTM, and which continues to be involved
3.1.21.1 Discussion—It can be any oil selected by the
with the test in respect to modifications in the test method,
laboratory conducting the test. It could be an experimental
development of Information Letters, supply of test parts, and so
product or a commercially available oil. Often, it is an oil that
forth.
is a candidate for approval against engine oil specifications
(such as manufacturers’ or military specifications, etc.) D4175
3.2.4.1 Discussion—In the case of the Sequence IIIH test,
the Test Procedure Developer is the Chrysler Technology
3.1.22 test parameter, n—a specified component, property,
Center.
or condition of a test procedure.
3.2.5 test start, n—introduction of test oil into the engine
3.1.22.1 Discussion—Examples of components are fuel,
after the final assembly and mounting in the test stand. D7320
lubricant, reagent, cleaner, and sealer; of properties are density,
temperature, humidity, pressure, and viscosity; and of condi- 3.3 Acronyms:
tions are flow rate, time, speed, volume, length, and power.
3.3.1 ACC—American Chemical Society
D4175
3.3.2 AFR—air fuel ratio
3.1.23 test procedure, n—one where test parameters,
3.3.3 APP—accelerator pedal position
apparatus, apparatus preparation, and measurements are prin-
3.3.4 AWG—American wire gauge
cipal items specified. D4175
3.3.5 CCS—cold cranking simulator
3.1.24 test stand, n—a suitable foundation (such as a bed-
3.3.6 CPD—central parts distributor
plate) to which is mounted a dynamometer, and which is
equipped with a suitable data acquisition system, fluids process 3.3.7 DAQ—data acquisition
control system, supplies of electricity, compressed air, and so
3.3.8 dc—direct current
forth, to provide a means for mounting and operating an engine
3.3.9 ECM—engine control module
in order to conduct a Sequence IIIH engine oil test. D7320
3.3.10 ECU—electronic control unit
3.1.25 used oil, n—any oil that has been in a piece of
3.3.11 EOT—end of test
equipment (for example, an engine, gearbox, transformer, or
turbine), whether operated or not. D4175
3.3.12 FCM—fluid conditioning module
3.1.26 varnish, n—in internal combustion engines, a hard,
3.3.13 FTIR—Fourier transform infrared
dry, generally lustrous, deposit that can be removed by solvents
3.3.14 ICP-AES—inductively coupled plasma-atomic emis-
but not by wiping with a cloth. D4175
sion spectrometry
3.1.27 volume fraction of B, φ , n—volume of component B
B
3.3.15 ID—internal diameter
divided by the total volume of the all the constituents of the
3.3.16 LTMS—lubricant test monitoring system
mixture prior to mixing.
3.3.17 M—the detergent metal with the highest concentra-
3.1.27.1 Discussion—Values are expressed as pure numbers
tion in the fresh oil
or the ratio of two units of volume (for example, φ = 0.012 =
B
1.2 % = 1.2 cL/L). D8047 3.3.18 MRV—mini-rotary viscometer
D8111 − 23a
3.3.19 MSDS—material safety data sheet control system, and all necessary accessories for controlling
speed, torque, and various other operating test parameters.
3.3.20 NM—not measured
4.3 The engine is charged with the test oil.
3.3.21 OE—original equipment
4.4 The engine is operated for an initial run-in period of
3.3.22 PCM—powertrain control module
8 min to check all test stand operating systems and to establish
3.3.23 P/N—part number
a zero-hour, oil-level reading. An oil sample is also taken to
3.3.24 PTFE—polytetrafluoroethylene
allow the measurement of the initial oil viscosity.
3.3.25 RTV Silicone—room temperature vulcanization sili-
4.5 The initial oil level in the oil pan is determined after the
cone
8 min initial run-in, and subsequent oil-level calculations are
3.3.26 SA—severity adjustment
determined during the oil-leveling period at the end of each
3.3.27 SAE—Society of Automotive Engineers 20 h segment.
3.3.28 SOT—start of test
4.6 Following the run-in and oil-leveling period of 8 min,
the engine is ramped up to test conditions over a 5 min period,
3.3.29 SPS—special parts supplier
then operated under non-cyclic conditions, at moderately
3.3.30 TAN—total acid number
high-speed and torque, and at specified temperatures for 90 h,
3.3.31 TBN—total base number
in four 20 h segments and one 10 h segment.
3.3.32 TMC—Test Monitoring Center
4.7 Used-oil samples are taken after the 8 min initial run-in,
3.3.33 TR—test result
after each 20 h test segment and at the end of test (EOT);
kinematic viscosity at 40 °C is determined for each of the six
3.3.34 TVTM—too viscous to measure
samples; the percentage change in viscosity of the five latter
3.3.35 WPD—weighted piston deposit
samples is determined relative to the viscosity of the first
3.4 Quantity Symbols:
used-oil sample (8 min initial run-in).
3.4.1 F —corrected blowby flow rate (11.8.3)
C
4.8 The EOT sample is also used to determine the apparent
3.4.2 F —measured blowby flow rate (11.8.3)
M
viscosity in the minirotary viscometer (which is required for
3.4.3 i—quantity measured in the test (10.4.6)
the nonmandatory Sequence IIIHA test) and the phosphorus
3.4.4 ip—intermediate precision limit (14.1.2.1)
retention of the test lubricant after 90 h Sequence IIIH test
3.4.5 L —the lower-specification limit for the measured
i
operation (which is required for the nonmandatory Sequence
quantity i (10.4.6)
IIIHB test).
3.4.6 n—the total number of data points taken (10.4.6)
3.4.7 p—pressure at the exit of the blowby canister (11.8.3)
4.9 At the conclusion of the test, the engine is disassembled
3.4.8 P —phosphorus retention (X2.5.1.3)
and the parts are visually rated to determine the extent of
ret
3.4.9 QI—quality index (10.4.6)
deposits formed.
3.4.10 R—reproducibility limit (14.1.3.1)
3.4.11 S—estimated standard deviation (Table 7, footnote
5. Significance and Use
D)
5.1 This test method was developed to evaluate automotive
3.4.12 t—Celsius temperature at the exit of the blowby
engine oils for protection against oil thickening and piston
canister (11.8.3)
deposits during moderately high-speed, hightemperature ser-
3.4.13 U —the upper-specification limit for the measured
i
vice.
quantity i (10.4.6)
5.1.1 The increase in kinematic viscosity of the oil indicates
3.4.14 w(M )—mass fraction of metal M at EOT
EOT
the tendency of an oil to thicken because of oxidation. In
(X2.5.1.3)
automotive service, such thickening can cause oil pump
3.4.15 w(M )—mass fraction of metal M in the initial oil
I
starvation and resultant catastrophic engine failures.
sample (X2.5.1.3)
5.1.2 The deposit ratings for an oil indicate the tendency for
3.4.16 w(P )—mass fraction of phosphorus in the EOT
EOT
the formation of deposits throughout the engine, including
sample (X2.5.1.3)
those that can cause sticking of the piston rings in their
3.4.17 w(P )—mass fraction of phosphorus in the initial oil
I
grooves. In automotive service, such ring sticking can cause a
sample (X2.5.1.3)
loss of compression pressures in the engine.
3.4.18 X —the recorded value for the measured quantity i
i
5.2 The test method was developed to correlate with oils of
(10.4.6)
known good and poor protection against oil thickening and
4. Summary of Test Method
piston deposits. Specially formulated oils that produce less
than desirable results with unleaded fuels were also used
4.1 A Chrysler Pentastar V-6 test engine with a displace-
ment of 3.6 L is disassembled, honed, solvent-cleaned, during the development of this test.
measured, and rebuilt using new parts installed as specified in
5.3 The Sequence IIIH engine oil test has been recom-
this test method.
mended as a replacement for the Sequence IIIG test and is
4.2 The engine is installed on a test stand equipped with an expected to be used in specifications and classifications of
appropriate data acquisition system, the required fluids process engine lubricating oils, such as the following:
D8111 − 23a
5.3.1 Specification D4485. 6.2.2.1 For operator safety and the protection of test
5.3.2 Military Specification MIL-PRF-2104. components, the use of shielding and insulation on the exhaust
5.3.3 SAE Classification J183. system may be incorporated downstream of the oxygen sensor
elbow.
6.2.2.2 To minimize the temperature effects on electronic
6. Apparatus
components near the exhaust system, place a fan with an output
6.1 Laboratory—Observe the following laboratory condi-
less than 140 L/s at the front of the engine with the air flow
tions to ensure good control of test operations and good
directed toward the exhaust pipes, parallel to the driveshaft.
repeatability:
Place fan at a minimum of 35 cm from the centerline of the
6.1.1 Maintain the ambient laboratory atmosphere relatively
harmonic balancer.
free of dirt, dust, and other contaminants.
6.1.2 Filter the air in the engine build-up area, and control 6.3 Drawings—Obtain the equipment drawings referenced
its temperature and humidity to prevent accumulation of dirt or in Table 1 from the TMC. Because the drawings may not be to
rust on engine parts. scale or may not contain dimensions, when using them to
6.1.3 If an engine is assembled in an area of controlled fabricate special parts, do not use a dimensionless drawing as
environment and moved to a non-controlled area, provide a pattern. Drawings supplied with dimensions are considered to
be correct when the temperature of the equipment is 22 °C 6
suitable protection of the engine so that moist air cannot enter
the engine and promote rusting before the test. 3 °C, unless otherwise specified.
6.1.4 A fan is required to be installed to direct air flow on or
6.4 Test Engine:
near the electronic components in the exhaust system; but air
6.4.1 The test engine is based on a Chrysler 2014 Pentastar
10,11
(hot or cold) is not permitted to be directed onto other engine
V-6 engine with a displacement of 3.6 L, a compression
surfaces during test operation.
ratio of 10.2:1, equipped with a production fuelinjection
system and a special PCM for test-specific dynamometer
6.2 Specified Equipment:
6.2.1 Use the equipment specified in the procedure (see operation. The variable valve timing is disabled by the use of
Tables 1-3) whenever possible. Substitution of equivalent
equipment is allowed, but only after equivalency has been
proven to the satisfaction of the TMC, the Test Procedure
Developer (see 3.2.4.1) and the ASTM Sequence IIIH Surveil-
The sole source of supply of this equipment known to the committee at this
lance Panel.
time is AER Sales, 1605 Surveyor, Carrollton TX, 75006 1-800-237-0001.
6.2.2 Do not use heat lamps or fans directed at the engine
If you are aware of alternative suppliers, please provide this information to
and do not use insulation on the engine for oil or coolant
ASTM International Headquarters. Your comments will receive careful consider-
temperature control. ation at a meeting of the responsible technical committee, which you may attend.
TABLE 1 Control-System/Engine-Interface Components
A
Component Description Part Number Supplier
Pump, water, modified, Seq. IIIH Chrysler OHT3H-300-1 OH Technologies
Coolant crossover, Seq. IIIH Chrysler OHT3H-302-1 OH Technologies
Adapter, coolant crossover, Seq. IIIH Chrysler OHT3H-303-1 OH Technologies
B
Jumper, harness segment, throttle control, Seq. IIIH Chrysler OHT3H-004-1 OH Technologies
Harness, dyno, Seq. IIIH Chrysler OHT3H-005-1 OH Technologies
Exhaust turndown pipe drawings IIIH-ETB30-B
IIIH-ETB31-B
IIIH-ETB32-B TMC
IIIH-ETB40-B
IIIH-ETP42-B
Air cleaner (optional) 04861729AB Chrysler Dealer
Air resonator 04861731AB Chrysler Dealer
Air hose (optional) 04861732AB Chrysler Dealer
Throttle pedal (optional) 68043161AB Chrysler Dealer
Electric starter (optional if air starter is used) 56029852AA Chrysler Dealer
O sensor 56029050AA Chrysler Dealer
C
Powertrain control module (PCM) IMTS161000UC-PCM International Machine Tool & Service (IMTS)
Manual flywheel (2013 JK) 05184438AB Chrysler Dealer
J-TEC blowby meter VF563AA J-Tec Associates, Inc.
Blowby canister CCV6000 J-Tec Associates, Inc.
Dynamometer Midwest 1014A Dyne Systems
D
Driveshaft w/1410 U-Joints
A
Contact information for the suppliers is given in Appendix X3.
B
Alternatively an accelerator pedal position (APP) sensor simulator circuit may be used as described in Annex A11.
C
The sole source of supply known to the committee at this time is International Machine Tool & Service (IMTS) Co., 8460 Ronda Dr., Canton, MI 48187, USA,
www.imtsind.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.
D
Available through local suppliers.
D8111 − 23a
TABLE 2 Engine-Build Parts List
Quantity
A
Part Name Part Number Required Supplier
per Test
682524464AG
Test engine, 2014 3.6L Pentastar RT 1 Mopar
(older version 05184464AH)
B
Cylinder head – Left (MS Seed/MC Core) 1 LH451AO-MSD International Machine Tool & Service (IMTS)
B
Cylinder head – Right (MS Seed/MC Core) 1 RH516AO-MS International Machine Tool & Service (IMTS)
Piston, special test 6 OHT3H-070-1 OH Technologies, Inc.
Head gasket, right 1 05184456AH Chrysler Dealer
Head gasket, left 1 05184455AI Chrysler Dealer
Head bolts 8 06509564AA Chrysler Dealer
Rod bolts 12 06509128AA Chrysler Dealer
Exhaust flange gasket (cylinder head to exhaust) 2 68093232AA Chrysler Dealer
Piston ring pack: 1 OH Technologies, Inc.
Ring, special test, UCR (0.025 mm gap, 96.040 mm bore) 3H96040-TOP OH Technologies, Inc.
Ring, special test, LCR (0.035 mm gap, 96.040 mm bore) 3H96040-SECOND OH Technologies, Inc.
Expander, Seq. IIIH 3H96040-EXP OH Technologies, Inc.
Rail, Seq. IIIH 3H96040-RAIL OH Technologies, Inc.
Pin, wrist, piston 6 OHT3H-071-1 OH Technologies, Inc.
Clip, piston, wrist pin 12 OHT3H-072-1 OH Technologies, Inc.
Phaser, intake (fixed at 100°, less rotor holes) 2 OHT3H-001-1 OH Technologies, Inc.
Phaser, exhaust (fixed at 112°, less rotor holes) 2 OHT3H-002-1 OH Technologies, Inc.
C
Oil pan 1 OHT3H-304-2 OH Technologies, Inc.
Gasket, Oil Pan 1 OHT3H304-18 OH Technologies, Inc.
Seal, Valve Guide 24 5184168AB Chrysler Dealer
A
Contact information for the suppliers is given in Appendix X3.
B
All cylinder head purchases require a core exchange from each test engine.
C
Oil pan and plug may be used for multiple tests. Replace at the discretion of the laboratory either upon failure of pressure check or visual inspection.
TABLE 3 Recommended Control Parts for the FCM
A
Part Name Supplier Part Number Description
2-way coolant flow control valve Badger Meter Inc. 9003GCW36SV3A29L36 2 in., 2-way air to close. Alternatively, a variable
frequency drive (VFD) may be used instead of a 2-
way valve to control pump speed and coolant flow. If
necessary, a flow restrictor may be incorporated in
place of the 2-way valve to achieve the required
system pressure. Where a VFD is installed any
pump capable of maintaining the required flow rate
may be used.
Heat exchanger Kinetic Engineering Corp. Tube and shell heat exchanger is an acceptable
alternative.
Coriolis flow meter Micro Motion Inc. R200S418NCAMEZZZ
Any other meter used shall meet or exceed a mass
Z meter,
flow accuracy of ±0.75 % and mass flow repeatability
1700I13ABMEZZZ
of ±0.50 %.
transmitter
Fuel temperature heat exchange Laboratory determined
3-way coolant temperature control valve Badger Meter Inc. 9003TCW36SV3AXXL36 2 in., globe cast 3-way wafer type, NPT 316/316L
stainless steel body size 35, actuator, air to close, 3
spring for a 3 psi to 15 psi signal range. Alternatively,
the use of the 3-way valve is not required if control
of process water flow through the main engine
coolant heat exchanger is maintained using a
suitable 2-way valve (see Fig. 1).
Oil temperature control valve Badger Meter Inc. 1002GCN36SVCSALN36 ⁄2 in. 2-way Research valve, A-trim
Drive shaft Driveshaft w/1410 U-Joints
B
Coolant pump Aurora 341A BF 1.5X2X9
A
Contact information for the suppliers is given in Appendix X3.
B
Aurora Model 3801 1.5X2X9 with 5 hp motor has been found to be a suitable replacement.
fixed phasers in place of the production cam phasers. Complete 6.4.2 Engine Parts—Use the engine parts specified in the
12,11 13
test engines are available for purchase from Mopar. Each Sequence IIIH Engine Assembly Manual.
test will consist of a single, new complete test engine that will
6.4.3 Refer to Table 2 for a complete list of parts required to
be assembled according to the Sequence IIIH Engine Assembly
assemble the test engine.
Manual.
6.4.4 Use all engine parts as received from the supplier,
central parts distributor (CPD), special parts supplier (SPS), or
Mopar is the registered trade mark of Chrysler Group Customer Care, P.O.
original equipment manufacturer unless modifications are
Box 21-8004, Auburn Hills, MI 48321-8004, www.mopar.com.
specified in this test method or the Sequence IIIH Engine
Available from the TMC, 203 Armstrong Drive, Freeport, PA 16229. ww-
w.astmtmc.org. Assembly Manual.
D8111 − 23a
6.4.5 Before disposing of any Sequence IIIH engine parts,
destroy or otherwise render them useless for automotive engine
applications.
6.5 Engine Speed and Torque Control—Use dynamometer
speed and torque control systems that are capable of control-
ling the speed and torque requirements described in 10.4.
6.6 Fluid Conditioning Module (FCM):
6.6.1 General—The FCM controls the following test param-
eters: flow rate and temperature of the engine coolant, coolant
flow rate through the engine oil cooler, and the test fuel supply.
The components for this module are shown in Table 3.
6.6.2 Engine Cooling System—The FCM supplies coolant
pressurized to 200 kPa, at a flow rate of 170 L/min and controls
the coolant temperature at 115 °C at the engine coolant outlet.
The system incorporates the following features: pump,
Coriolis-type flow meter, flow-control and three-way-control
FIG. 2 Schematic of Flow System for Engine Coolant Using a
valves (not required for alternative system, see Fig. 1), external
Three-Way Control Valve to Maintain Coolant Flow
cooling system, and low-point drains.
6.6.2.1 The system integrates with the test stand data
acquisition and control computer for process control and
6.7.1 Do not use cuprous lines or fittings in the oil cooling
maintains the specified engine coolant temperature and flow.
system.
6.6.2.2 Schematics of the required flow system for the
6.7.2 Do not use magnetic plugs in the oil system.
engine coolant are shown in Figs. 1 and 2.
6.8 Fuel System—The FCM includes a pressure regulator to
6.6.2.3 A complete list of acceptable control system/engine
provide fuel at 420 kPa 6 20 kPa. Maintain fuel temperature at
interface components is shown in Table 1.
30 °C throughout the test.
6.6.2.4 A list of parts for the engine coolant flow system
6.9 Induction Air System—Maintain the throttle body intake
control equipment is shown in Table 3.
air at a moisture content of 11.4 g ⁄kg 6 0.7 g ⁄kg of dry air, a
6.6.2.5 Install a 3 kΩ resistor across the temperature sensor
dry bulb temperature of 35 °C 6 2 °C, dew point of 16.1 °C
for the engine coolant to allow the PCM to receive an
and a static pressure of 0.050 kPa. Measure air-intake tempera-
appropriate signal voltage to run the engine without the need to
ture and pressure at the air resonator (Chrysler P/N (part
plug in the sensor wire on the wiring harness.
10,11
number) 04861731AB) in the center of flow 7 mm from
6.6.2.6 Flush the coolant system for the test stand with clean
the opening as shown in Fig. A2.1.
water at least once each reference period.
6.10 Pressure-Transducer Locations:
6.7 Engine-Oil Cooling System—The FCM controls engine-
6.10.1 Coolant Pressure—Connect the transducer to the
oil temperature by controlling the flow of engine coolant
14,11
modified coolant crossover adapter P/N OHT3H303-1.
through the production oil cooler with the use of a 2-way,
Transducers with a gauge pressure range of 0 kPa to 300 kPa
flow-control valve.
have been found to be suitable.
6.10.2 Intake Air Pressure—Install the transducer to the
location shown in Fig. A2.1 and Fig. A2.5. Transducers with a
gauge pressure range of –125 Pa to +125 Pa have been found
to be suitable.
6.10.3 Right- and Left-Exhaust Backpressure—Insert probe
into the exhaust turndown pipes (see TMC drawing IIIH-
ETP40-B position 4). Transducers with a gauge pressure
range of 0 kPa to 70 kPa have been found to be suitable.
6.10.4 Oil-Pump Pressure—Connect the transducer to the
location shown in Fig. A2.8. Transducers with a gauge pressure
range of 0 kPa to 700 kPa have been found to be suitable.
6.10.5 Oil-Gallery Pressure—Connect the transducer to the
location shown in Fig. A2.6. Transducers with a gauge pressure
range of 0 kPa to 700 kPa have been found to be suitable.
The sole source of supply of the apparatus known to the committee at this time
is OH Technologies Inc., P.O. Box 5039, Mentor, OH 44061-5039, USA,
FIG. 1 Schematic of Flow System for Engine Coolant Flow Re-
www.ohtech.com.
moving the Three-Way Valve and Controlling Coolant Tempera- Available from the TMC, 203 Armstrong Drive, Freeport, PA 16229. ww-
ture Using a Two-Way Valve at the Heat Exchanger w.astmtmc.org.
D8111 − 23a
6.10.6 Manifold Absolute Pressure—Connect the transducer modification of the block required to accommodate the engine-
to the vacuum port on top of the throttle body and behind the block, oil-temperature thermocouple. To ensure the thermo-
throttle plate. Transducers with an absolute pressure range of couple is inserted to the correct depth, use the IMTS Thermo-
18,11
0 kPa to 100 kPa have been found to be suitable. couple Setting Fixture P/N 151132-F002.
6.10.7 Fuel Pressure—Mount a fuel-distribution block to 6.11.9 Temperature of Coolant Into the Engine—Install the
the front of the engine within 30 cm of the fuel-rail inlet as thermocouple in the modified water pump P/N OHT3H-300-
14,11
shown in Fig. A2.4. Russell Performance P/N RUS- 1 with the sensing tip centered in the coolant flow.
16,11
650370 (shown in Fig. A2.5) has been found to be suitable 6.11.10 Right-Exhaust Temperature—Install thermocouple
for fuel-pressure and temperature measurements. Transducers in the exhaust turndown pipe (drawing IIIH-ETP30-B ) with
with a gauge pressure range of 0 kPa to 700 kPa have been the sensing tip centered in the exhaust flow.
found to be suitable. 6.11.11 Left-Exhaust Temperature—Install thermocouple in
6.10.8 Crankcase Pressure—Connect the transducer port the exhaust turndown pipe (drawing IIIH-ETP30-B ) with the
tapped in the upper portion of the oil pan P/N OHT3H-304- sensing tip centered in the exhaust flow.
14,11
2. Transducers with a gauge pressure range of –13 kPa to 6.11.12 Blowby-Gas Temperature—Install the thermocouple
+13 kPa have been found to be suitable. in the blowby ventilation system at the exit of the blowby
6.10.9 Blowby Pressure—Install a transducer in the blowby- canister. Maintain a minimum length of 20-pipe diameters
ventilation system at the exit of the blowby canister. Maintain between the thermocouple and the meter (see A4.1).
a minimum length of 20 times the pipe diameter between the
6.12 Crankcase Ventilation:
thermocouple and the J-TEC meter (see A4.1). Transducers
6.12.1 Ventilate blowby gasses ventilated from the test cell
with a gauge pressure range of –13 kPa to +13 kPa have been
through a scavenger fan. Do not allow the fan to create a
found to be suitable.
vacuum on the crankcase. Do not insulate any components in
19,11
6.11 Thermocouple Locations: the blowby system. An Air Ecology Evacuation System
6.11.1 Locate the sensing tip of all thermocouples in the has been found to be suitable. The crankcase ventilation
center of the stream of the medium being measured unless configuration is shown in Annex A3.
otherwise specified.
7. Reagents and Materials
6.11.2 Temperature of Oil Cooler—This thermocouple is
optional. If used, install in the rear of the oil cooler as shown
7.1 Test Fuel—Use only Sequence III HF-003 EEE un-
20,11
in Fig. A2.6 and Fig. A2.7. Ensure the sensing tip is in the
leaded fuel. (Warning—Flammable. Health hazard.) The
middle of the flow by fully inserting the sensing tip and
fuel specification is available from the ASTM Test Monitoring
reversing it out by 8 mm.
Center website: www.astmtmc.org.
6.11.3 Temperature of Coolant Exiting the Engine—Install 7.1.1 Make certain that all tanks used for transportation and
the thermocouple in the coolant crossover P/N OHT3H-302-
storage are clean before filling with test fuel.
14,11
1 with the sensing tip centered in the coolant flow. 7.1.2 Ensure that at least 3450 L of test fuel is available.
6.11.4 Temperature of Intake Air—Install the thermocouple
7.2 Engine Coolant:
through top of the air resonator, 7 cm from the edge where it
® 21,22
7.2.1 Use a mixture of DEX-COOL antifreeze/coolant
joins the throttle body (see Fig. A2.3). Center the sensing tip in
and de-ionized water with a volume fraction of water of 50 %.
the center of the air flow.
(Warning—Health hazard—see appropriate MSDS).
6.11.5 Fuel Temperature—Install the thermocouple in a
7.2.1.1 Use new coolant for every test.
fuel-distribution block within 30 cm of the fuel-rail inlet (see
7.2.1.2 Coolant Preparation—Use a container of a size
6.10.7). (Warning—Safety Hazard—Exercise care to reduce
adequate to hold the entire coolant blend required for the
overhung masses at fuel-rail connections.)
system.
6.11.6 Oil-Pump Temperature—Install the thermocouple in
7.2.1.3 Measure equal parts of coolant and deionized water.
the oil-pump pressure/temperature assembly as shown in Fig.
Verify with a refractometer that the volume fraction of coolant
A2.8. Use a straight-thread plug and washer with a through
in the mixture is between 48 % and 52 % coolant prior to each
hole no larger than 6 mm. A screw plug M24 × 1.5 (P/N
use.
HAR111.301.127.E) with an aluminum washer (P/N HAR 22 × 22
7.2.2 Alternatively, a 50/50 premix may be purchased for
17,11
7 × 1.5 Al) has been found to be suitable.
use if desired.
6.11.7 Oil-Sump Temperature—Install the thermocouple in
the oil-sump drain plug located on the underside of the oil pan
14,11
The sole source of supply known to the committee at this time is International
P/N OHT3H-304-2, the sensing tip extending 10 mm
Machine Tool & Service (IMTS) Co., 8460 Ronda Dr., Canton, MI 48187, USA,
beyond the end of the sump drain plug as shown in Fig. A2.9.
www.imtsind.com.
6.11.8 Engine-Block Oil Temperature—Refer to Section 4, 19
Purchase from AER Control Systems, 90 River St., New Haven,
...

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: D8111 − 23 D8111 − 23a
Standard Test Method for
Evaluation of Automotive Engine Oils in the Sequence IIIH,
Spark-Ignition Engine
This standard is issued under the fixed designation D8111; 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).
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 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.
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 on Automotive Lubricants.
Current edition approved March 1, 2023July 1, 2023. Published April 2023July 2023. Originally approved in 2017. Last previous edition approved in 20222023 as
D8111 – 22a.D8111 – 23. DOI: 10.1520/D8111-23.10.1520/D8111-23A.
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, Attention: Director. This edition incorporates revisions in all information
letters through No. 22-4.23-1.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D8111 − 23a
1. Scope*
1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature
performance characteristics, including oil thickening (as measured by kinematic viscosity increase), piston deposits, ring sticking,
oil consumption, and phosphorus retention. Such oils include both single-viscosity and multiviscosity grade oils that are used in
both spark-ignition, gasoline-fueled engines, as well as in diesel engines.
1.1.1 Additionally, with nonmandatory supplemental requirements, a Sequence IIIHA Test (Mini Rotary Viscometer and Cold
Cranking Simulator measurements), or a Sequence IIIHB Test (phosphorus retention measurement) can be conducted. These
supplemental test procedures are contained in Appendix X1 and Appendix X2, respectively.
NOTE 1—Companion test methods used to evaluate engine oil performance for specification requirements are discussed in SAE J304.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exceptions:
1.2.1.1 Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing sizes, and valve sizes
and springs.
1.2.1.2 The ring end gaps in Table A8.7, the dimensions for the blowby ventilation support bracket in Fig. A3.2, and the torque
wrenches in Table A8.1 are in inch-pound units.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use. Specific warning statements are provided in 6.11.6, 7.1, 7.2.1, and 7.3.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
D130 Test Method for Corrosiveness to Copper from Petroleum Products by Copper Strip Test
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)
D664 Test Method for Acid Number of Petroleum Products by Potentiometric Titration
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
D2700 Test Method for Motor 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
D3244 Practice for Utilization of Test Data to Determine Conformance with Specifications
D3338 Test Method for Estimation of Net Heat of Combustion of Aviation Fuels
D3343 Test Method for Estimation of Hydrogen Content 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
D4684 Test Method for Determination of Yield Stress and Apparent Viscosity of Engine Oils at Low Temperature
D4739 Test Method for Base Number Determination by Potentiometric Hydrochloric Acid Titration
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.
D8111 − 23a
D4815 Test Method for Determination of MTBE, ETBE, TAME, DIPE, tertiary-Amyl Alcohol and C to C Alcohols in
1 4
Gasoline by Gas Chromatography
D5185 Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively
Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
D5191 Test Method for Vapor Pressure of Petroleum Products and Liquid Fuels (Mini Method)
D5293 Test Method for Apparent Viscosity of Engine Oils and Base Stocks Between –10 °C and –35 °C Using Cold-Cranking
Simulator
D5452 Test Method for Particulate Contamination in Aviation Fuels by Laboratory Filtration
D5453 Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel,
and Engine Oil by Ultraviolet Fluorescence
D7320 Test Method for Evaluation of Automotive Engine Oils in the Sequence IIIG, Spark-Ignition Engine
D8047 Test Method for Evaluation of Engine Oil Aeration Resistance in a Caterpillar C13 Direct-Injected Turbocharged
Automotive Diesel Engine
E29 Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications
E168 Practices for General Techniques of Infrared Quantitative Analysis
E191 Specification for Apparatus For Microdetermination of Carbon and Hydrogen in Organic and Organo-Metallic Compounds
2.2 SAE Standards:
J183 Engine Oil Performance and Engine Service Classification (Other Than “Energy-Conserving”)
J300 Engine Oil Viscosity Classification
J304 Engine Oil Tests *HS-23/00*
2.3 Other ASTM Documents:
Guidelines for Calibration
The Lubricant Test Monitoring System, Sequence IIIH Test Control Chart Technique for Developing and Applying Severity
Adjustments (SA)
ASTM Deposit Rating Manual No. 20 (Formerly CRC Manual 20)
2.4 Other Standards:
MIL-PRF-2104 Performance Specification: Lubricating Oil, Internal Combustion Engine, Combat/Tactical Service
API 1525 Bulk Oil Testing, Handling, and Storage Guidelines Documentation
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 calibrate, v—to determine the indication or output of a device (e.g., thermometer, manometer, engine) with respect to that
of a standard. D4175
3.1.5 calibrated test stand, n—a test stand on which the testing of reference material(s), conducted as specified in the standard,
provided acceptable test results.
3.1.5.1 Discussion—
In several automotive lubricant standard test methods, the ASTM Test Monitoring Center provides testing guidance and determines
acceptability. D4175
Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale, PA 15096, http://www.sae.org.
Guidelines for Calibration can be found in the Lubricant Test Monitoring System, available from the Test Monitoring Center, www.astmtmc.org.
Available at: https://www.astmtmc.org/ftp/datadict/IIIH/current/.
Available as stock #TMCMNL20 at www.astm.org, or contact ASTM Customer Service at [e-mail].
Available from U.S. Government Printing Office, Superintendent of Documents, 732 N. Capitol St., NW, Washington, DC 20401-0001, http://www.access.gpo.gov.
Available from American Petroleum Institute (API), 200 Massachusetts Ave. NW, Suite 1100, Washington, DC 20001, http://www.api.org.
D8111 − 23a
3.1.6 cold-stuck piston ring, n—in internal combustion engines, a piston ring that is stuck when the piston and ring are at room
temperature, but inspection shows that it was free during engine operation.
3.1.6.1 Discussion—
A cold-stuck piston ring cannot be moved with moderate finger pressure. It is characterized by a polished face over its entire
circumference, indicating essentially no blowby passed over the outside of the ring during operation. D4175
3.1.7 corrosion, n—the chemical or electrochemical reaction between a material, usually a metal surface, and its environment that
can produce a deterioration of the material and its properties. D4175
3.1.8 engine oil, n—a liquid that reduces friction or wear, or both, between the moving parts within an engine; removes heat,
particularly from the underside of pistons; and serves as a combustion gas sealant for piston rings.
3.1.8.1 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
3.1.9 hot-stuck piston ring, n—in internal combustion engines, a piston ring that is stuck when the piston and ring are at room
temperature, and inspection shows that it was stuck during engine operation.
3.1.9.1 Discussion—
The portion of the ring that is stuck cannot be moved with moderate finger pressure. A hot-stuck ring is characterized by varnish
or carbon across a portion of its face, indicating that portion of the ring was not contacting the cylinder wall during engine
operation. D4175
3.1.10 lubricant test monitoring system (LTMS), n—an analytical system in which ASTM calibration test data are used to manage
lubricant test precision and severity (bias). D4175
3.1.11 lubricant, n—any material interposed between two surfaces that reduces the friction or wear, or both, between them. D4175
3.1.12 mass fraction of B, w ,n—mass of a component B in a mixture divided by the total mass of all the constituents of the
B
mixture.
3.1.12.1 Discussion—
–6
Values are expressed as pure numbers or the ratio of two units of mass (for example, mass fraction of lead is w = 1.3 x 10 =
B
1.3 mg/kg). D8047
3.1.13 Material Safety Data Sheet (MSDS), n—a fact sheet summarizing information about material identification; hazardous
ingredients; health, physical, and fire hazards; first aid; chemical reactivities and incompatibilities; spill, leak, and disposal
procedures; and protective measures required for safe handling and storage. http://www.msdssearch.com
3.1.14 non-reference oil, n—any oil, other than a reference oil; such as a research formulation, commercial oil, or candidate oil.
D4175
3.1.15 oxidation, n—of engine oil, the reaction of the oil with an electron acceptor, generally oxygen, that can produce deleterious
acidic or resinous materials often manifested as sludge formation, varnish formation, viscosity increase, or corrosion, or a
combination thereof. D4175
3.1.16 quality index (QI), n—a mathematical formula that uses data from controlled parameters to calculate a value indicative of
control performance. D4175
3.1.17 Quantity, n—in the SI, a measurable property of a body or substance where the property has a magnitude expressed as the
product of a number and a unit; there are seven, well-defined base quantities (length, time, mass, temperature, amount of substance,
electric current, and luminous intensity) from which all other quantities are derived (for example, volume whose SI unit is the cubic
metre).
3.1.17.1 Discussion—
Symbols for quantities must be carefully defined; are written in italic font, can be upper or lower case, and can be qualified by
D8111 − 23a
adding further information in subscripts, or superscripts, or in parentheses (for example, t = 40 °C, where t is used as the symbol
fuel
for the quantity Celsius temperature and t is the symbol for the specific quantity fuel temperature). D8047
fuel
3.1.18 reference oil, n—an oil of known performance characteristics, used as a basis for comparison.
3.1.18.1 Discussion—
Reference oils are used to calibrate testing facilities, to compare the performance of other oils, or to evaluate other materials (such
as seals) that interact with oils. D4175
3.1.19 standard test, n—a test on a calibrated test stand, using the prescribed equipment according to the requirements in the test
method, and conducted according to the specified operating conditions. D4175
3.1.20 special parts supplier (SPS), n—the manufacturer and supplier of many of the parts and fixtures used in this test method.
D7320
3.1.21 test oil, n—any oil subjected to evaluation in an established procedure.
3.1.21.1 Discussion—
It can be any oil selected by the laboratory conducting the test. It could be an experimental product or a commercially available
oil. Often, it is an oil that is a candidate for approval against engine oil specifications (such as manufacturers’ or military
specifications, etc.) D4175
3.1.22 test parameter, n—a specified component, property, or condition of a test procedure.
3.1.22.1 Discussion—
Examples of components are fuel, lubricant, reagent, cleaner, and sealer; of properties are density, temperature, humidity, pressure,
and viscosity; and of conditions are flow rate, time, speed, volume, length, and power. D4175
3.1.23 test procedure, n—one where test parameters, apparatus, apparatus preparation, and measurements are principal items
specified. D4175
3.1.24 test stand, n—a suitable foundation (such as a bedplate) to which is mounted a dynamometer, and which is equipped with
a suitable data acquisition system, fluids process control system, supplies of electricity, compressed air, and so forth, to provide
a means for mounting and operating an engine in order to conduct a Sequence IIIH engine oil test. D7320
3.1.25 used oil, n—any oil that has been in a piece of equipment (for example, an engine, gearbox, transformer, or turbine),
whether operated or not. D4175
3.1.26 varnish, n—in internal combustion engines, a hard, dry, generally lustrous, deposit that can be removed by solvents but not
by wiping with a cloth. D4175
3.1.27 volume fraction of B, φ ,n—volume of component B divided by the total volume of the all the constituents of the mixture
B
prior to mixing.
3.1.27.1 Discussion—
Values are expressed as pure numbers or the ratio of two units of volume (for example, φ = 0.012 = 1.2 % = 1.2 cL/L). D8047
B
3.2 Definitions of Terms Specific to This Standard:
3.2.1 build-up oil, n—EF-411, non-compounded, ISO VG 32 (SAE 10) oil used in lubricating some of the Sequence IIIH parts
during engine assembly.
3.2.2 central parts distributor (CPD), n, n—the manufacturer and supplier of many of the parts and fixtures used in this test
method.
3.2.2.1 Discussion—
Because of the need for rigorous inspection and control of many of the parts used in this test method, and because of the need for
careful manufacture of special parts and fixtures used, companies having the capabilities to provide the needed services have been
selected as the official suppliers for the Sequence IIIH test method. These companies work closely with the original parts suppliers,
with the Test Procedure Developer, and with the ASTM groups associated with the test method to help ensure that the equipment
and materials used in the method function satisfactorily. D7320
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3.2.3 reference oil test, n—a standard Sequence IIIH engine oil test of a reference oil designated by the TMC.
3.2.4 test procedure developer, n—the group or agency which developed the Sequence IIIH test procedure before its
standardization by ASTM, and which continues to be involved with the test in respect to modifications in the test method,
development of Information Letters, supply of test parts, and so forth.
3.2.4.1 Discussion—
In the case of the Sequence IIIH test, the Test Procedure Developer is the Chrysler Technology Center.
3.2.5 test start, n—introduction of test oil into the engine after the final assembly and mounting in the test stand. D7320
3.3 Acronyms:
3.3.1 ACC—American Chemical Society
3.3.2 AFR—air fuel ratio
3.3.3 APP—accelerator pedal position
3.3.4 AWG—American wire gauge
3.3.5 CCS—cold cranking simulator
3.3.6 CPD—central parts distributor
3.3.7 DAQ—data acquisition
3.3.8 dc—direct current
3.3.9 ECM—engine control module
3.3.10 ECU—electronic control unit
3.3.11 EOT—end of test
3.3.12 FCM—fluid conditioning module
3.3.13 FTIR—Fourier transform infrared
3.3.14 ICP-AES—inductively coupled plasma-atomic emission spectrometry
3.3.15 ID—internal diameter
3.3.16 LTMS—lubricant test monitoring system
3.3.17 M—the detergent metal with the highest concentration in the fresh oil
3.3.18 MRV—mini-rotary viscometer
3.3.19 MSDS—material safety data sheet
3.3.20 NM—not measured
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3.3.21 OE—original equipment
3.3.22 PCM—powertrain control module
3.3.23 P/N—part number
3.3.24 PTFE—polytetrafluoroethylene
3.3.25 RTV Silicone—room temperature vulcanization silicone
3.3.26 SA—severity adjustment
3.3.27 SAE—Society of Automotive Engineers
3.3.28 SOT—start of test
3.3.29 SPS—special parts supplier
3.3.30 TAN—total acid number
3.3.31 TBN—total base number
3.3.32 TMC—Test Monitoring Center
3.3.33 TR—test result
3.3.34 TVTM—too viscous to measure
3.3.35 WPD—weighted piston deposit
3.4 Quantity Symbols:
3.4.1 F —corrected blowby flow rate (11.8.3)
C
3.4.2 F —measured blowby flow rate (11.8.3)
M
3.4.3 i—quantity measured in the test (10.4.6)
3.4.4 ip—intermediate precision limit (14.1.2.1)
3.4.5 L —the lower-specification limit for the measured quantity i (10.4.6)
i
3.4.6 n—the total number of data points taken (10.4.6)
3.4.7 p—pressure at the exit of the blowby canister (11.8.3)
3.4.8 P —phosphorus retention (X2.5.1.3)
ret
3.4.9 QI—quality index (10.4.6)
3.4.10 R—reproducibility limit (14.1.3.1)
3.4.11 S—estimated standard deviation (Table 7, footnote D)
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3.4.12 t—Celsius temperature at the exit of the blowby canister (11.8.3)
3.4.13 U —the upper-specification limit for the measured quantity i (10.4.6)
i
3.4.14 w(M )—mass fraction of metal M at EOT (X2.5.1.3)
EOT
3.4.15 w(M )—mass fraction of metal M in the initial oil sample (X2.5.1.3)
I
3.4.16 w(P )—mass fraction of phosphorus in the EOT sample (X2.5.1.3)
EOT
3.4.17 w(P )—mass fraction of phosphorus in the initial oil sample (X2.5.1.3)
I
3.4.18 X —the recorded value for the measured quantity i (10.4.6)
i
4. Summary of Test Method
4.1 A Chrysler Pentastar V-6 test engine with a displacement of 3.6 L is disassembled, honed, solvent-cleaned, measured, and
rebuilt using new parts installed as specified in this test method.
4.2 The engine is installed on a test stand equipped with an appropriate data acquisition system, the required fluids process control
system, and all necessary accessories for controlling speed, torque, and various other operating test parameters.
4.3 The engine is charged with the test oil.
4.4 The engine is operated for an initial run-in period of 8 min to check all test stand operating systems and to establish a
zero-hour, oil-level reading. An oil sample is also taken to allow the measurement of the initial oil viscosity.
4.5 The initial oil level in the oil pan is determined after the 8 min initial run-in, and subsequent oil-level calculations are
determined during the oil-leveling period at the end of each 20 h segment.
4.6 Following the run-in and oil-leveling period of 8 min, the engine is ramped up to test conditions over a 5 min period, then
operated under non-cyclic conditions, at moderately high-speed and torque, and at specified temperatures for 90 h, in four 20 h
segments and one 10 h segment.
4.7 Used-oil samples are taken after the 8 min initial run-in, after each 20 h test segment and at the end of test (EOT); kinematic
viscosity at 40 °C is determined for each of the six samples; the percentage change in viscosity of the five latter samples is
determined relative to the viscosity of the first used-oil sample (8 min initial run-in).
4.8 The EOT sample is also used to determine the apparent viscosity in the minirotary viscometer (which is required for the
nonmandatory Sequence IIIHA test) and the phosphorus retention of the test lubricant after 90 h Sequence IIIH test operation
(which is required for the nonmandatory Sequence IIIHB test).
4.9 At the conclusion of the test, the engine is disassembled and the parts are visually rated to determine the extent of deposits
formed.
5. Significance and Use
5.1 This test method was developed to evaluate automotive engine oils for protection against oil thickening and piston deposits
during moderately high-speed, hightemperature service.
5.1.1 The increase in kinematic viscosity of the oil indicates the tendency of an oil to thicken because of oxidation. In automotive
service, such thickening can cause oil pump starvation and resultant catastrophic engine failures.
D8111 − 23a
5.1.2 The deposit ratings for an oil indicate the tendency for the formation of deposits throughout the engine, including those that
can cause sticking of the piston rings in their grooves. In automotive service, such ring sticking can cause a loss of compression
pressures in the engine.
5.2 The test method was developed to correlate with oils of known good and poor protection against oil thickening and piston
deposits. Specially formulated oils that produce less than desirable results with unleaded fuels were also used during the
development of this test.
5.3 The Sequence IIIH engine oil test has been recommended as a replacement for the Sequence IIIG test and is expected to be
used in specifications and classifications of engine lubricating oils, such as the following:
5.3.1 Specification D4485.
5.3.2 Military Specification MIL-PRF-2104.
5.3.3 SAE Classification J183.
6. Apparatus
6.1 Laboratory—Observe the following laboratory conditions to ensure good control of test operations and good repeatability:
6.1.1 Maintain the ambient laboratory atmosphere relatively free of dirt, dust, and other contaminants.
6.1.2 Filter the air in the engine build-up area, and control its temperature and humidity to prevent accumulation of dirt or rust
on engine parts.
6.1.3 If an engine is assembled in an area of controlled environment and moved to a non-controlled area, provide suitable
protection of the engine so that moist air cannot enter the engine and promote rusting before the test.
6.1.4 A fan is required to be installed to direct air flow on or near the electronic components in the exhaust system; but air (hot
or cold) is not permitted to be directed onto other engine surfaces during test operation.
6.2 Specified Equipment:
6.2.1 Use the equipment specified in the procedure (see Tables 1-3) whenever possible. Substitution of equivalent equipment is
allowed, but only after equivalency has been proven to the satisfaction of the TMC, the Test Procedure Developer (see 3.2.4.1)
and the ASTM Sequence IIIH Surveillance Panel.
6.2.2 Do not use heat lamps or fans directed at the engine and do not use insulation on the engine for oil or coolant temperature
control.
6.2.2.1 For operator safety and the protection of test components, the use of shielding and insulation on the exhaust system may
be incorporated downstream of the oxygen sensor elbow.
6.2.2.2 To minimize the temperature effects on electronic components near the exhaust system, place a fan with an output less than
140 L/s at the front of the engine with the air flow directed toward the exhaust pipes, parallel to the driveshaft. Place fan at a
minimum of 35 cm from the centerline of the harmonic balancer.
6.3 Drawings—Obtain the equipment drawings referenced in Table 1 from the TMC. Because the drawings may not be to scale
or may not contain dimensions, when using them to fabricate special parts, do not use a dimensionless drawing as a pattern.
Drawings supplied with dimensions are considered to be correct when the temperature of the equipment is 22 °C 6 3 °C, unless
otherwise specified.
6.4 Test Engine:
D8111 − 23a
TABLE 1 Control-System/Engine-Interface Components
A
Component Description Part Number Supplier
Pump, water, modified, Seq. IIIH Chrysler OHT3H-300-1 OH Technologies
Coolant crossover, Seq. IIIH Chrysler OHT3H-302-1 OH Technologies
Adapter, coolant crossover, Seq. IIIH Chrysler OHT3H-303-1 OH Technologies
B
Jumper, harness segment, throttle control, Seq. IIIH Chrysler OHT3H-004-1 OH Technologies
Harness, dyno, Seq. IIIH Chrysler OHT3H-005-1 OH Technologies
Exhaust turndown pipe drawings IIIH-ETB30-B
IIIH-ETB31-B
TMC
IIIH-ETB32-B
IIIH-ETB40-B
IIIH-ETP42-B
Air cleaner (optional) 04861729AB Chrysler Dealer
Air resonator 04861731AB Chrysler Dealer
Air hose (optional) 04861732AB Chrysler Dealer
Throttle pedal (optional) 68043161AB Chrysler Dealer
Electric starter (optional if air starter is used) 56029852AA Chrysler Dealer
O sensor 56029050AA Chrysler Dealer
C
Powertrain control module (PCM) IMTS161000UC-PCM International Machine Tool & Service (IMTS)
Manual flywheel (2013 JK) 05184438AB Chrysler Dealer
J-TEC blowby meter VF563AA J-Tec Associates, Inc.
Blowby canister CCV6000 J-Tec Associates, Inc.
Dynamometer Midwest 1014A Dyne Systems
D
Driveshaft w/1410 U-Joints
A
Contact information for the suppliers is given in Appendix X3.
B
Alternatively an accelerator pedal position (APP) sensor simulator circuit may be used as described in Annex A11.
C
The sole source of supply known to the committee at this time is International Machine Tool & Service (IMTS) Co., 8460 Ronda Dr., Canton, MI 48187, USA,
www.imtsind.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.
D
Available through local suppliers.
TABLE 2 Engine-Build Parts List
Quantity
A
Part Name Part Number Required Supplier
per Test
682524464AG
Test engine, 2014 3.6L Pentastar RT 1 Mopar
(older version 05184464AH)
B
Cylinder head – Left (MS Seed/MC Core) 1 LH451AO-MSD International Machine Tool & Service (IMTS)
B
Cylinder head – Right (MS Seed/MC Core) 1 RH516AO-MS International Machine Tool & Service (IMTS)
Piston, special test 6 OHT3H-070-1 OH Technologies, Inc.
Head gasket, right 1 05184456AH Chrysler Dealer
Head gasket, left 1 05184455AI Chrysler Dealer
Head bolts 8 06509564AA Chrysler Dealer
Rod bolts 12 06509128AA Chrysler Dealer
Exhaust flange gasket (cylinder head to exhaust) 2 68093232AA Chrysler Dealer
Piston ring pack: 1 OH Technologies, Inc.
Ring, special test, UCR (0.025 mm gap, 96.040 mm bore) 3H96040-TOP OH Technologies, Inc.
Ring, special test, LCR (0.035 mm gap, 96.040 mm bore) 3H96040-SECOND OH Technologies, Inc.
Expander, Seq. IIIH 3H96040-EXP OH Technologies, Inc.
Rail, Seq. IIIH 3H96040-RAIL OH Technologies, Inc.
Pin, wrist, piston 6 OHT3H-071-1 OH Technologies, Inc.
Clip, piston, wrist pin 12 OHT3H-072-1 OH Technologies, Inc.
Phaser, intake (fixed at 100°, less rotor holes) 2 OHT3H-001-1 OH Technologies, Inc.
Phaser, exhaust (fixed at 112°, less rotor holes) 2 OHT3H-002-1 OH Technologies, Inc.
C
Oil pan 1 OHT3H-304-2 OH Technologies, Inc.
Gasket, Oil Pan 1 OHT3H304-18 OH Technologies, Inc.
Seal, Valve Guide 24 5184168AB Chrysler Dealer
A
Contact information for the suppliers is given in Appendix X3.
B
All cylinder head purchases require a core exchange from each test engine.
C
Oil pan and plug may be used for multiple tests. Replace at the discretion of the laboratory either upon failure of pressure check or visual inspection.
10,11
6.4.1 The test engine is based on a Chrysler 2014 Pentastar V-6 engine with a displacement of 3.6 L, a compression ratio of
10.2:1, equipped with a production fuelinjection system and a special PCM for test-specific dynamometer operation. The variable
The sole source of supply of this equipment known to the committee at this time is AER Sales, 1605 Surveyor, Carrollton TX, 75006 1-800-237-0001.
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.
D8111 − 23a
TABLE 3 Recommended Control Parts for the FCM
A
Part Name Supplier Part Number Description
2-way coolant flow control valve Badger Meter Inc. 9003GCW36SV3A29L36 2 in., 2-way air to close. Alternatively, a variable
frequency drive (VFD) may be used instead of a 2-
way valve to control pump speed and coolant flow. If
necessary, a flow restrictor may be incorporated in
place of the 2-way valve to achieve the required
system pressure. Where a VFD is installed any
pump capable of maintaining the required flow rate
may be used.
Heat exchanger Kinetic Engineering Corp. Tube and shell heat exchanger is an acceptable
alternative.
Coriolis flow meter Micro Motion Inc. R200S418NCAMEZZZ
Any other meter used shall meet or exceed a mass
Z meter,
flow accuracy of ±0.75 % and mass flow repeatability
1700I13ABMEZZZ
of ±0.50 %.
transmitter
Fuel temperature heat exchange Laboratory determined
3-way coolant temperature control valve Badger Meter Inc. 9003TCW36SV3AXXL36 2 in., globe cast 3-way wafer type, NPT 316/316L
stainless steel body size 35, actuator, air to close, 3
spring for a 3 psi to 15 psi signal range. Alternatively,
the use of the 3-way valve is not required if control
of process water flow through the main engine
coolant heat exchanger is maintained using a
suitable 2-way valve (see Fig. 1).
Oil temperature control valve Badger Meter Inc. 1002GCN36SVCSALN36 ⁄2 in. 2-way Research valve, A-trim
Drive shaft Driveshaft w/1410 U-Joints
B
Coolant pump Aurora 341A BF 1.5X2X9
A
Contact information for the suppliers is given in Appendix X3.
B
Aurora Model 3801 1.5X2X9 with 5 hp motor has been found to be a suitable replacement.
valve timing is disabled by the use of fixed phasers in place of the production cam phasers. Complete test engines are available
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for purchase from Mopar. Each test will consist of a single, new complete test engine that will be assembled according to the
Sequence IIIH Engine Assembly Manual.
6.4.2 Engine Parts—Use the engine parts specified in the Sequence IIIH Engine Assembly Manual.
6.4.3 Refer to Table 2 for a complete list of parts required to assemble the test engine.
6.4.4 Use all engine parts as received from the supplier, central parts distributor (CPD), special parts supplier (SPS), or original
equipment manufacturer unless modifications are specified in this test method or the Sequence IIIH Engine Assembly Manual.
6.4.5 Before disposing of any Sequence IIIH engine parts, destroy or otherwise render them useless for automotive engine
applications.
6.5 Engine Speed and Torque Control—Use dynamometer speed and torque control systems that are capable of controlling the
speed and torque requirements described in 10.4.
6.6 Fluid Conditioning Module (FCM):
6.6.1 General—The FCM controls the following test parameters: flow rate and temperature of the engine coolant, coolant flow rate
through the engine oil cooler, and the test fuel supply. The components for this module are shown in Table 3.
6.6.2 Engine Cooling System—The FCM supplies coolant pressurized to 200 kPa, at a flow rate of 170 L/min and controls the
coolant temperature at 115 °C at the engine coolant outlet. The system incorporates the following features: pump, Coriolis-type
flow meter, flow-control and three-way-control valves (not required for alternative system, see Fig. 1), external cooling system,
and low-point drains.
6.6.2.1 The system integrates with the test stand data acquisition and control computer for process control and maintains the
specified engine coolant temperature and flow.
Mopar is the registered trade mark of Chrysler Group Customer Care, P.O. Box 21-8004, Auburn Hills, MI 48321-8004, www.mopar.com.
Available from the TMC, 203 Armstrong Drive, Freeport, PA 16229. www.astmtmc.org.
D8111 − 23a
FIG. 1 Schematic of Flow System for Engine Coolant Flow Removing the Three-Way Valve and Controlling Coolant Temperature Using
a Two-Way Valve at the Heat Exchanger
6.6.2.2 Schematics of the required flow system for the engine coolant are shown in Figs. 1 and 2.
6.6.2.3 A complete list of acceptable control system/engine interface components is shown in Table 1.
6.6.2.4 A list of parts for the engine coolant flow system control equipment is shown in Table 3.
6.6.2.5 Install a 3 kΩ resistor across the temperature sensor for the engine coolant to allow the PCM to receive an appropriate
signal voltage to run the engine without the need to plug in the sensor wire on the wiring harness.
6.6.2.6 Flush the coolant system for the test stand with clean water at least once each reference period.
6.7 Engine-Oil Cooling System—The FCM controls engine-oil temperature by controlling the flow of engine coolant through the
production oil cooler with the use of a 2-way, flow-control valve.
6.7.1 Do not use cuprous lines or fittings in the oil cooling system.
6.7.2 Do not use magnetic plugs in the oil system.
FIG. 2 Schematic of Flow System for Engine Coolant Using a Three-Way Control Valve to Maintain Coolant Flow
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6.8 Fuel System—The FCM includes a pressure regulator to provide fuel at 420 kPa 6 20 kPa. Maintain fuel temperature at 30 °C
throughout the test.
6.9 Induction Air System—Maintain the throttle body intake air at a moisture content of 11.4 g ⁄kg 6 0.7 g ⁄kg of dry air, a dry bulb
temperature of 35 °C 6 2 °C, dew point of 16.1 °C and a static pressure of 0.050 kPa. Measure air-intake temperature and pressure
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at the air resonator (Chrysler P/N (part number) 04861731AB) in the center of flow 7 mm from the opening as shown in Fig.
A2.1.
6.10 Pressure-Transducer Locations:
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6.10.1 Coolant Pressure—Connect the transducer to the modified coolant crossover adapter P/N OHT3H303-1. Transducers
with a gauge pressure range of 0 kPa to 300 kPa have been found to be suitable.
6.10.2 Intake Air Pressure—Install the transducer to the location shown in Fig. A2.1 and Fig. A2.5. Transducers with a gauge
pressure range of –125 Pa to +125 Pa have been found to be suitable.
6.10.3 Right- and Left-Exhaust Backpressure—Insert probe into the exhaust turndown pipes (see TMC drawing IIIH-ETP40-B
position 4). Transducers with a gauge pressure range of 0 kPa to 70 kPa have been found to be suitable.
6.10.4 Oil-Pump Pressure—Connect the transducer to the location shown in Fig. A2.8. Transducers with a gauge pressure range
of 0 kPa to 700 kPa have been found to be suitable.
6.10.5 Oil-Gallery Pressure—Connect the transducer to the location shown in Fig. A2.6. Transducers with a gauge pressure range
of 0 kPa to 700 kPa have been found to be suitable.
6.10.6 Manifold Absolute Pressure—Connect the transducer to the vacuum port on top of the throttle body and behind the throttle
plate. Transducers with an absolute pressure range of 0 kPa to 100 kPa have been found to be suitable.
6.10.7 Fuel Pressure—Mount a fuel-distribution block to the front of the engine within 30 cm of the fuel-rail inlet as shown in
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Fig. A2.4. Russell Performance P/N RUS-650370 (shown in Fig. A2.5) has been found to be suitable for fuel-pressure and
temperature measurements. Transducers with a gauge pressure range of 0 kPa to 700 kPa have been found to be suitable.
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6.10.8 Crankcase Pressure—Connect the transducer port tapped in the upper portion of the oil pan P/N OHT3H-304-2.
Transducers with a gauge pressure range of –13 kPa to +13 kPa have been found to be suitable.
6.10.9 Blowby Pressure—Install a transducer in the blowby-ventilation system at the exit of the blowby canister. Maintain a
minimum length of 20 times the pipe diameter between the thermocouple and the J-TEC meter (see A4.1). Transducers with a
gauge pressure range of –13 kPa to +13 kPa have been found to be suitable.
6.11 Thermocouple Locations:
6.11.1 Locate the sensing tip of all thermocouples in the center of the stream of the medium being measured unless otherwise
specified.
6.11.2 Temperature of Oil Cooler—This thermocouple is optional. If used, install in the rear of the oil cooler as shown in Fig. A2.6
and Fig. A2.7. Ensure the sensing tip is in the middle of the flow by fully inserting the sensing tip and reversing it out by 8 mm.
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6.11.3 Temperature of Coolant Exiting the Engine—Install the thermocouple in the coolant crossover P/N OHT3H-302-1 with
the sensing tip centered in the coolant flow.
6.11.4 Temperature of Intake Air—Install the thermocouple through top of the air resonator, 7 cm from the edge where it joins the
throttle body (see Fig. A2.3). Center the sensing tip in the center of the air flow.
The sole source of supply of the apparatus known to the committee at this time is OH Technologies Inc., P.O. Box 5039, Mentor, OH 44061-5039, USA,
www.ohtech.com.
Available from the TMC, 203 Armstrong Drive, Freeport, PA 16229. www.astmtmc.org.
Available from Summit Racing Equipment, P.O. Box 909, Akron, OH 44309–0909, tel [phone], www.summitraciung.com.
D8111 − 23a
6.11.5 Fuel Temperature—Install the thermocouple in a fuel-distribution block within 30 cm of the fuel-rail inlet (see 6.10.7).
(Warning—Safety Hazard—Exercise care to reduce overhung masses at fuel-rail connections.)
6.11.6 Oil-Pump Temperature—Install the thermocouple in the oil-pump pressure/temperature assembly as shown in Fig. A2.8.
Use a straight-thread plug and washer with a through hole no larger than 6 mm. A screw plug M24 × 1.5 (P/N HAR111.301.127.E)
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with an aluminum washer (P/N HAR 22 × 7 × 1.5 Al) has been found to be suitable.
6.11.7 Oil-Sump Temperature—Install the thermocouple in the oil-sump drain plug located on the underside of the oil pan P/N
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OHT3H-304-2, the sensing tip extending 10 mm beyond the end of the sump drain plug as shown in Fig. A2.9.
6.11.8 Engine-Block Oil Temperature—Refer to Section 4, Sheets 1 to 4, of the IIIH Engine Assembly Manual for the modification
of the block required to accommodate the engine-block, oil-temperature thermocouple. To ensure the thermocouple is inserted to
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the correct depth, use the IMTS Thermocouple Setting Fixture P/N 151132-F002.
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6.11.9 Temperature of Coolant Into the Engine—Install the thermocouple in the modified water pump P/N OHT3H-300-1 with
the sensing tip centered in the coolant flow.
6.11.10 Right-Exhaust Temperature—Install thermocouple in the exhaust turndown pipe (drawing IIIH-ETP30-B ) with the
sensing tip centered in the exhaust flow.
6.11.11 Left-Exhaust Temperature—Install thermocouple in the exhaust turndown pipe (drawing IIIH-ETP30-B ) with the
sensing tip centered in the exhaust flow.
6.11.12 Blowby-Gas Temperature—Install the thermocouple in the blowby ventilation system at the exit of the blowby canister.
Maintain a minimum length of 20-pipe diameters between the thermocouple and the meter (see A4.1).
6.12 Crankcase Ventilation:
6.12.1 Ventilate blowby gasses ventilated from the test cell through a scavenger fan. Do not allow the fan to create a vacuum on
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the crankcase. Do not insulate any components in the blowby system. An Air Ecology Evacuation System has been found to
be suitable. The crankcase ventilation configuration is shown in Annex A3.
7. Reagents and Materials
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7.1 Test Fuel—Use only Sequence III HF-003 EEE unleaded fuel. (Warning—Flammable. Health hazard.) The fuel
specification is available from the ASTM Test Monitoring Center website: www.astmtmc.org.
7.1.1 Make certain that all tanks used for transportation and storage are clean before filling with test fuel.
7.1.2 Ensure that at least 3450 L of test fuel is available.
7.2 Engine Coolant:
® 21,22
7.2.1 Use a mixture of DEX-COOL antifreeze/coolant and de-ionized water with a volume fraction of water of 50 %.
(Warning—Health hazard—see appropriate MSDS).
7.2.1.1 Use new coolant for every test.
7.2.1.2 Coolant Preparation—Use a container of a size adequate to
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