ASTM D7422-23

Standard Test Method for Evaluation of Diesel Engine Oils in T-12 Exhaust Gas Recirculation Diesel Engine

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the wear performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR and running on ultra-low sulfur diesel fuel. Obtain results from used oil analysis and component measurements before and after test.  
5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including lead corrosion and wear of piston rings and cylinder liners in an engine equipped with exhaust gas recirculation and running on ultra-low sulfur diesel fuel.2 This test method is commonly referred to as the Mack T-12.  
1.1.1 This test method also provides the procedure for running an abbreviated length test, which is commonly referred to as the T-12A. The procedures for the T-12 and T-12A are identical with the exception of the items specifically listed in Annex A9. Additionally, the procedure modifications listed in Annex A9 refer to the corresponding section of the T-12 procedure.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exception—Where there is no direct SI equivalent, such as the units for screw threads, National Pipe Threads/diameters, tubing size, and single source supply equipment specifications.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
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-Nov-2023
• ICS: 75.160.20 - Liquid fuels
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0 - Automotive Lubricants

Relations

• Replaces: ASTM D7422-22 - Standard Test Method for Evaluation of Diesel Engine Oils in T-12 Exhaust Gas Recirculation Diesel Engine
• Effective Date: 01-Dec-2023
• Refers: ASTM D445-24 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Apr-2024
• Refers: ASTM D613-24 - Standard Test Method for Cetane Number of Diesel Fuel Oil
• Effective Date: 01-Feb-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D86-23 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Mar-2023
• Refers: ASTM D613-23 - Standard Test Method for Cetane Number of Diesel Fuel Oil
• Effective Date: 01-Mar-2023
• Referred By: ASTM D6681-23 - Standard Test Method for Evaluation of Engine Oils in a High Speed, Single-Cylinder Diesel Engine-Caterpillar 1P Test Procedure
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6593-18e1 - Standard Test Method for Evaluation of Automotive Engine Oils for Inhibition of Deposit Formation in a Spark-Ignition Internal Combustion Engine Fueled with Gasoline and Operated Under Low-Temperature, Light-Duty Conditions
• Effective Date: 01-Dec-2023
• Referred By: ASTM D4485-22e1 - Standard Specification for Performance of Active API Service Category Engine Oils
• Effective Date: 01-Dec-2023
• Referred By: ASTM D5967-21 - Standard Test Method for Evaluation of Diesel Engine Oils in T-8 Diesel Engine
• Effective Date: 01-Dec-2023
• Referred By: ASTM D6750-23 - Standard Test Methods for Evaluation of Engine Oils in a High-Speed, Single-Cylinder Diesel Engine-1K Procedure (0.4 % Fuel Sulfur) and 1N Procedure (0.04 % Fuel Sulfur)
• Effective Date: 01-Dec-2023

Overview

ASTM D7422-23 sets out a standard test method for evaluating the performance of diesel engine oils in an engine fitted with exhaust gas recirculation (EGR) and operating on ultra-low sulfur diesel fuel. Known as the Mack T-12 test, this method is crucial for determining important oil characteristics such as wear protection for piston rings and cylinder liners, as well as resistance to lead corrosion. The procedure involves used oil analysis and component measurements both before and after a controlled engine test sequence. The standard may also be applied for oil specification acceptance if all protocol requirements are strictly followed.

Key Topics

• Engine Wear Evaluation: The method targets wear assessment of piston rings and cylinder liners, critical to engine reliability.
• Lead Corrosion Measurement: Evaluates the capacity of diesel engine oils to protect engine bearings and other lead-containing components from corrosion.
• Exhaust Gas Recirculation (EGR) Compatibility: The test specifically addresses oil performance in engines equipped with EGR technology, now common due to emissions requirements.
• Ultra-Low Sulfur Diesel: The test is conducted using ultra-low sulfur diesel, aligning the method with current industry fuel standards.
• Analysis Techniques: Used oil analysis and direct component measurement are primary tools for performance assessment.
• Abbreviated Test Option: Provides a T-12A test procedure for shorter evaluations, useful in certain specification environments.

Applications

• Diesel Engine Oil Specification and Approval: The T-12 test is widely used in the lubricant industry for qualifying engine oils that claim improved wear protection and extended longevity under EGR engine conditions.
• Quality Control in Manufacturing: Lubricant manufacturers employ this standard in routine product validation to ensure compliance with API and OEM requirements for heavy-duty diesel engines.
• Research & Development: The test is an essential benchmark for developing new generation diesel engine oils, especially as emission technologies and engine designs evolve.
• Regulatory Compliance: Oils tested by ASTM D7422-23 help meet global emissions standards and performance categories, supporting manufacturers’ claims of suitability for engines subject to strict environmental regulations.
• Field Problem Analysis: Fleet operators and oil analysts use T-12 test data to diagnose engine component failures potentially linked to oil performance, particularly in high-load, EGR-equipped engines.

Related Standards

Engine oil testing and evaluation are part of a broader suite of ASTM standards related to fuel, lubricant, and engine performance. Key referenced or related documents include:

• ASTM D5967: A test method for evaluating diesel engine oils in the T-8 engine, an earlier standard relevant for comparative historical data.
• ASTM D4485: Specification for performance of active API service category engine oils.
• ASTM D5185: Analysis of used and unused lubricating oils for multi-element content via ICP-AES, which can complement T-12 test oil analysis.
• ASTM D664: Determination of acid number in petroleum products, informative in used oil analysis during T-12 tests.
• ASTM D93, D97, D445: Covering flash point, pour point, and kinematic viscosity testing for engine oils.
• CFR 40 Part 86.310-79: Relevant US Code of Federal Regulations for measuring exhaust emissions and related parameters during engine tests.

ASTM D7422-23 is integral for engine oil performance validation in heavy-duty, EGR-equipped diesel engines using ultra-low sulfur fuel, helping ensure long-term engine durability and compliance with evolving regulatory and performance requirements.

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: D7422 − 23
Standard Test Method for
Evaluation of Diesel Engine Oils in T-12 Exhaust Gas
Recirculation Diesel Engine
This standard is issued under the fixed designation D7422; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope* mendations issued by the World Trade Organization Technical
Barriers to Trade (TBT) Committee.
1.1 This test method covers an engine test procedure for
evaluating diesel engine oils for performance characteristics,
2. Referenced Documents
including lead corrosion and wear of piston rings and cylinder
liners in an engine equipped with exhaust gas recirculation and 2.1 ASTM Standards:
running on ultra-low sulfur diesel fuel. This test method is D86 Test Method for Distillation of Petroleum Products and
commonly referred to as the Mack T-12. Liquid Fuels at Atmospheric Pressure
1.1.1 This test method also provides the procedure for D93 Test Methods for Flash Point by Pensky-Martens
running an abbreviated length test, which is commonly referred Closed Cup Tester
to as the T-12A. The procedures for the T-12 and T-12A are D97 Test Method for Pour Point of Petroleum Products
identical with the exception of the items specifically listed in D130 Test Method for Corrosiveness to Copper from Petro-
Annex A9. Additionally, the procedure modifications listed in leum Products by Copper Strip Test
Annex A9 refer to the corresponding section of the T-12 D235 Specification for Mineral Spirits (Petroleum Spirits)
procedure. (Hydrocarbon Dry Cleaning Solvent)
D287 Test Method for API Gravity of Crude Petroleum and
1.2 The values stated in SI units are to be regarded as
Petroleum Products (Hydrometer/Method)
standard. No other units of measurement are included in this
D445 Test Method for Kinematic Viscosity of Transparent
standard.
and Opaque Liquids (and Calculation of Dynamic Viscos-
1.2.1 Exception—Where there is no direct SI equivalent,
ity)
such as the units for screw threads, National Pipe Threads/
D482 Test Method for Ash from Petroleum Products
diameters, tubing size, and single source supply equipment
D524 Test Method for Ramsbottom Carbon Residue of
specifications.
Petroleum Products
1.3 This standard does not purport to address all of the
D613 Test Method for Cetane Number of Diesel Fuel Oil
safety concerns, if any, associated with its use. It is the
D664 Test Method for Acid Number of Petroleum Products
responsibility of the user of this standard to establish appro-
by Potentiometric Titration
priate safety, health, and environmental practices and deter-
D976 Test Method for Calculated Cetane Index of Distillate
mine the applicability of regulatory limitations prior to use.
Fuels
See Annex A6 for specific safety precautions.
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
1.4 This international standard was developed in accor-
leum Products by Fluorescent Indicator Adsorption
dance with internationally recognized principles on standard-
D2274 Test Method for Oxidation Stability of Distillate Fuel
ization established in the Decision on Principles for the
Oil (Accelerated Method)
Development of International Standards, Guides and Recom-
D2500 Test Method for Cloud Point of Petroleum Products
and Liquid Fuels
D2622 Test Method for Sulfur in Petroleum Products by
This test method is under the jurisdiction of ASTM Committee D02 on
Wavelength Dispersive X-ray Fluorescence Spectrometry
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
D2709 Test Method for Water and Sediment in Middle
Subcommittee D02.B0 on Automotive Lubricants.
Distillate Fuels by Centrifuge
Current edition approved Dec. 1, 2023. Published December 2023. Originally
approved in 2008. Last previous edition approved in 2022 as D7422 – 22. DOI:
10.1520/D7422-23.
The ASTM Test Monitoring Center will update changes in this test method by
means of Information Letters. Information letters may be obtained from the ASTM For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Test Monitoring Center, 203 Armstrong Drive, Freeport, PA 16229, contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
www.astmtmc.org, Attention: Director. This edition incorporates revisions in all Standards volume information, refer to the standard’s Document Summary page on
Information Letters through No. 23-1. the ASTM website.
*A Summary of Changes section appears at the end of this standard
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D7422 − 23
D3338 Test Method for Estimation of Net Heat of Combus- 3.1.5 exhaust gas recirculation (EGR), n—the mixing of
tion of Aviation Fuels exhaust gas with intake air to reduce the formation of nitrogen
D4052 Test Method for Density, Relative Density, and API oxides (NO ). D4175
x
Gravity of Liquids by Digital Density Meter
3.1.6 heavy-duty, adj—in internal combustion engine
D4175 Terminology Relating to Petroleum Products, Liquid
operation, characterized by average speeds, power output and
Fuels, and Lubricants
internal temperatures that are close to the potential maximums.
D4294 Test Method for Sulfur in Petroleum and Petroleum
D4175
Products by Energy Dispersive X-ray Fluorescence Spec-
3.1.7 heavy-duty engine, n—in internal combustion engine
trometry
types, one that is designed to allow operation continuously at or
D4485 Specification for Performance of Active API Service
close to its peak output.
Category Engine Oils
3.1.8 non-reference oil, n—any oil other than a reference
D4739 Test Method for Base Number Determination by
oil; such as a research formulation, commercial oil or candidate
Potentiometric Hydrochloric Acid Titration
oil. D4175
D5185 Test Method for Multielement Determination of
Used and Unused Lubricating Oils and Base Oils by 3.1.9 non-standard test, n—a test that is not conducted in
Inductively Coupled Plasma Atomic Emission Spectrom-
conformance with the requirements in the standard test
etry (ICP-AES) method; such as running on an uncalibrated test stand, using
D5186 Test Method for Determination of the Aromatic
different test equipment, applying different equipment assem-
Content and Polynuclear Aromatic Content of Diesel bly procedures, or using modified operating conditions. D4175
Fuels By Supercritical Fluid Chromatography
3.1.10 oxidation, n—of engine oil, the reaction of the oil
D5453 Test Method for Determination of Total Sulfur in
with an electron acceptor, generally oxygen, that can produce
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
deleterious acidic or resinous materials often manifested as
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
sludge formation, varnish formation, viscosity increase, or
D5967 Test Method for Evaluation of Diesel Engine Oils in
corrosion, or combination thereof.
T-8 Diesel Engine
3.1.11 reference oil, n—an oil of known performance
D6078 Test Method for Evaluating Lubricity of Diesel Fuels
characteristics, used as a basis for comparison.
by the Scuffing Load Ball-on-Cylinder Lubricity Evalua-
3.1.11.1 Discussion—Reference oils are used to calibrate
tor (SLBOCLE) (Withdrawn 2021)
testing facilities, to compare the performance of other oils, or
D6896 Test Method for Determination of Yield Stress and
to evaluate other materials (such as seals) that interact with
Apparent Viscosity of Used Engine Oils at Low Tempera-
oils. D4175
ture
3.1.12 sludge, n—in internal combustion engines, a deposit,
E29 Practice for Using Significant Digits in Test Data to
principally composed of insoluble resins and oxidation prod-
Determine Conformance with Specifications
ucts from fuel combustion and the lubricant, that does not drain
E178 Practice for Dealing With Outlying Observations
from engine parts but can be removed by wiping with a cloth.
2.2 National Archives and Records Administration:
D4175
Code of Federal Regulations Title 40 Part 86.310-79
3.1.13 standard test, n—a test on a calibrated test stand,
3. Terminology
using the prescribed equipment in accordance with the require-
3.1 Definitions:
ments in the test method, and conducted in accordance with the
3.1.1 blind reference oil, n—a reference oil, the identity of
specified operating conditions.
which is unknown by the test facility.
3.1.14 test parameter, n—a specified component, property,
3.1.1.1 Discussion—This is a coded reference oil that is
or condition of a test procedure.
submitted by a source independent from the test facility. D4175
3.1.14.1 Discussion—Examples of components are fuel,
3.1.2 blowby, n—in internal combustion engines, that por-
lubricant, reagent, cleaner, and sealer; of properties are density,
tion of the combustion products and unburned air/fuel mixture
temperature, humidity, pressure, and viscosity; and of condi-
that leaks past piston rings into the engine crankcase during
tions are flow rate, time, speed, volume, length, and power.
operation.
D4175
3.1.3 calibrate, v—to determine the indication or output of a
3.1.15 varnish, n—in internal combustion engines, a hard,
device (for example, thermometer, manometer, engine) with
dry, generally lustrous deposit that can be removed by solvents
respect to that of a standard.
but not by wiping with a cloth. D4175
3.1.4 candidate oil, n—an oil that is intended to have the
3.1.16 wear, n—the loss of material from a surface, gener-
performance characteristics necessary to satisfy a specification
ally occurring between two surfaces in relative motion, and
and is intended to be tested against that specification. D4175
resulting from mechanical or chemical action or a combination
of both. D4175
The last approved version of this historical standard is referenced on
www.astm.org. 4. Summary of Test Method
Available from U.S. Government Printing Office Superintendent of Documents,
4.1 The test operation involves use of a Mack E-TECH
732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401, http://
www.access.gpo.gov. V-MAC III diesel engine with Exhaust Gas Recirculation
D7422 − 23
(EGR). A warm-up and a 1 h break-in are followed by a 6.2.2.3 Use a closed-loop, pressurized external EGR cool-
two-phase test consisting of 100 h at 1800 r/min and 200 h at ing system composed of a nonferrous core heat exchanger,
1200 r/min, both at constant speed and load. reservoir, and coolant-out temperature control valve. The
system shall prevent air entrainment and control jacket tem-
4.2 Take oil samples periodically and analyze for viscosity
peratures within the specified limit. Install a sight glass
increase and wear metals content.
between the EGR coolers and the cooling tower to check for air
4.3 Rebuild the engine prior to each test. Disassemble,
entrainment and uniform flow in an effort to observe and
solvent-clean, measure, and rebuild, the engine power section
prevent localized boiling. The coolant flow direction is to be
using all new pistons, rings, cylinder liners, and connecting rod
parallel (concurrent) with the EGR gas flow. Every reasonable
bearings, in strict accordance with furnished specifications.
attempt should be made to ensure that the EGR temperatures
leaving the coolers are very similar. Fig. A1.3 shows the
4.4 Solvent-clean the engine crankcase and replace worn or
defective parts. coolant flow to and from the EGR coolers, respectively.
6.2.3 Auxiliary Oil System:
4.5 Equip the test stand with appropriate accessories for
6.2.3.1 To maintain a constant oil level in the pan, provide
controlling speed, torque, and various engine operating condi-
an additional 9.5 L sump by using a separate closed tank
tions.
connected to the sump. Circulate oil through the tank with an
auxiliary pump. The system schematic is shown in Fig. A1.1.
5. Significance and Use
The supply line to the tank from the sump is to have an inside
5.1 This test method was developed to evaluate the wear
diameter of 13 mm. The return line from the tank to the sump
performance of engine oils in turbocharged and intercooled
is to have an inside diameter of 10 mm. Use a vent line with a
four-cycle diesel engines equipped with EGR and running on
minimum inside diameter of 13 mm.
ultra-low sulfur diesel fuel. Obtain results from used oil
6.2.3.2 Locate the auxiliary oil system suction line on the
analysis and component measurements before and after test.
exhaust side of the oil pan, down from the oil pan rail 127 mm,
5.2 The test method may be used for engine oil specification and back from the front of the pan 178 mm. This location is
acceptance when all details of the procedure are followed.
directly above the oil sump temperature thermocouple. Refer to
Fig. A1.4. Connect the auxiliary oil system return line to the
6. Apparatus
power steering pump cover on the front timing gear cover.
Refer to Fig. A1.5. Connect the auxiliary oil scale vent line to
6.1 General Description:
the top of the auxiliary oil sump bucket and the dipstick tube
6.1.1 The test engine is a Mack E-TECH V-MAC III,
opening.
electronically controlled fuel injection with six electronic unit
6.2.3.3 Use Viking Pump Model SG053514 as the auxiliary
pumps, using 2002 cylinder heads, P/N 11GBA81025 (Annex
oil pumps. Pump speed is specified as 1725 r/min.
A2). It is an open-chamber, in-line, six-cylinder, four-stroke,
6.2.4 Oil Cooling System:
turbocharged, charge air-cooled, and compression ignition
6.2.4.1 Use the oil cooler adapter blocks to mount the oil
engine. The bore and stroke are 124 mm by 165 mm, and the
cooler to the engine. The adapter blocks are available from the
displacement is 12 L.
supplier list in A2.6.
6.1.2 The ambient laboratory atmosphere shall be relatively
6.2.4.2 Use the oil filter housing (part number 27GB525M)
free of dirt and other contaminants as required by good
shown in Fig. A1.8.
laboratory standards. Filtering air, controlling temperature, and
controlling humidity in the engine buildup area helps prevent 6.2.5 Blowby Meter—Use a meter capable of providing data
accumulation of dirt and other contaminants on engine parts at a minimum frequency of 6 min. To prevent blowby conden-
and aids in measuring and selecting parts for assembly. sate from draining back into the engine, ensure the blowby line
has a downward slope to a collection bucket. Ensure the
6.2 Test Engine:
collection bucket has a minimum volume of 18.9 L. Locate the
6.2.1 Mack T-12 Test Engine—The engine is available from
blowby meter downstream of the collection bucket. The slope
Mack Trucks, Inc. A complete parts list is shown in Table A2.1.
of the blowby line downstream of the collection bucket is
Use test parts on a first-in/first-out basis.
unspecified.
6.2.2 Engine Cooling System:
6.2.6 Air Supply and Filtration—Use the Mack air filter
6.2.2.1 Use a new Mack coolant conditioner shown in Table
element and the Mack filter housing shown in A2.3. Replace
A2.1, every test, to limit scaling in the cooling system.
filter cartridge when ΔP of 2.5 kPa is reached. Install an
Pressurize the system at the expansion tank to 103 kPa. Use the
adjustable valve (flapper) in the inlet air system at least two
coolant described in 7.3.1.
pipe diameters before any temperature, pressure and humidity
6.2.2.2 Use a closed-loop, pressurized external engine cool-
ing system composed of a nonferrous core heat exchanger,
reservoir, and water-out temperature control valve. The system
shall prevent air entrainment and control jacket temperatures
The sole source of supply of the apparatus known to the committee at this time
is Viking Pump, Inc., a unit of IDEX Corporation, 406 State Street, P.O. Box 8,
within the specified limit. Install a sight glass between the
Cedar Falls, IA 50613-0008. If you are aware of alternative suppliers, please provide
engine and the cooling tower to check for air entrainment and
this information to ASTM International Headquarters. Your comments will receive
uniform flow in an effort to observe and prevent localized
careful consideration at a meeting of the responsible technical committee, which
boiling. Block the thermostat wide open. you may attend.
D7422 − 23
measurement devices. Use the valve to maintain inlet air 6.2.13 Engine Control Module (ECM)—To avoid an ECM
restriction within required specifications. fault code, it may be necessary to replace the engine ECM
6.2.7 Fuel Supply—Heating, cooling, or both of the fuel sensors for Coolant Out and Fuel In temperatures with fixed
supply may be required, and a recommended system is shown resistances that are equivalent to the Phase I set points (refer to
in Fig. A1.2. Table 1).
6.2.8 Intake Manifold Temperature Control—Use stainless
7. Engine Fluids
steel intake manifolds (P/N M10105GCX4332RSS for front
manifold, M10105GCX5212RSS for rear manifold) available
7.1 Test Oil—Approximately 151 L of test oil are required
from the supplier listed in A2.2. Use an intercooler suited to
for the test.
control intake manifold temperature to the setpoint specified in
7.2 Test Fuel—Obtain the ultra-low sulfur PC-10 diesel test
Table 1. To minimize potential intake air condensation keep the
fuel from Chevron Phillips Chemical Company LP. The fuel
intercooler out temperature above 30 ºC at all times of engine
shall have the properties and tolerances shown in the “PC-10
operation.
Fuel Specification” section of the “TMC-Monitored Test Fuel
6.2.9 Injection Timing Control—Remove the engine intake
Specifications” document maintained by the TMC.
manifold temperature sensor. Use the intake manifold tempera-
7.3 Coolant:
ture to control injection timing in accordance with the Tem-
7.3.1 For the engine coolant, use demineralized water with
perature to Injection Timing Correlation shown in Annex A4.
salt content less than 0.03 g/L or distilled water (do not use
6.2.10 Oil Pump—Use a Mack P/N 315GC465BM oil
pump. The oil pump is available from the supplier listed in
A2.2.
The sole source of supply for test fuel known to the committee at this time is
6.2.11 EGR Venturi Unit—Use a stainless steel EGR venturi
Ultra-Low Sulfur Diesel Fuel from Chevron Phillips Chemical Company LP, 10001
Six Pines Dr., Suit 4036B, The Woodlands, TX 77387–4910, Ph. 832–813–4859,
unit, P/N 762GBX433SS, available from the supplier listed in
Fax: [phone], Email: [e-mail]. If you are aware of alternative
A2.2.
suppliers, please provide this information to ASTM International Headquarters.
6.2.12 Fuel Pressure Regulator—Use a P/N 691GC227M2
Your comments will receive careful consideration at a meeting of the responsible
fuel pressure regulator. technical committee, which you may attend.
TABLE 1 Test Conditions
Limits
Parameters
Phase I Phase II
Time, h 100 200
Injection Timing, °BTDC Variable 21
A
Controlled Parameters
Speed, r/min 1800 1200
Fuel Flow, kg/h 59.2 63.5
Intake CO Level, % 3.09 ± 0.05 1.42 ± 0.05
Exhaust CO Level, % 9.10–9.40 9.78–10.08 typical
Inlet Manifold Temp., °C 90 80
Coolant Out Temp., °C 66 108
Fuel In Temp., °C 40 40
Oil Gallery Temp., °C 88 116
Intake Air Temp., °C 25 25
B
Ranged Parameters
Inlet Air Restriction, kPa 3.5–4.0 3.5 - 4.0
Inlet Manifold Pressure, kPa 266 nominal 302–312
Exhaust Back Pressure, kPa 2.7–3.5 2.7–3.5
Crankcase Pressure, kPa 0.25–0.75 0.25–0.75
Uncontrolled Parameters
C
Torque, N·m Record Record
Exhaust Temp., °C
Pre-turbine Record Record
Tailpipe Record Record
Oil Sump Temp., °C Record Record
Coolant In Temp., °C Record Record
EGR Pre-Venturi Temp., °C Minimum 104 Minimum 104
Intercooler Out Temp., °C Minimum 30 Minimum 30
Inlet Air Dew Point, °C Record Record
Inlet Air Humidity, g/kg Record Record
Blowby, L/min Record Record
EGR Pre-Venturi Pressure, kPa Record Record
Pre-turbine Exhaust Pressure, kPa Record Record
Main Gallery Oil Pressure, kPa Record Record
D D
Oil Filter ΔP, kPa Not to exceed 138 Not to exceed 138
A
All control parameters shall be targeted at the mean indicated.
B
All ranged parameters shall fall within the specified ranges.
C
At 98.2 kPa and 29.5 °C dry air.
D
If oil filter ΔP exceeds 138 kPa, change the two full flow filters. If the filters are changed, attempt to recover as much oil as possible by draining the filters. No new oil
is to be added. The test report shall indicate if the filters are changed.
D7422 − 23
antifreeze solutions). Use Pencool 3000 coolant additive at the 8.3.1 Cylinder Liner Fitting—For proper heat transfer, fit
manufacturer’s recommended rate. Pencool 3000 may be cylinder liners to the block using the procedure outlined in the
Mack Service Manual.
obtained from the supplier shown in A2.7.
8.3.2 Piston and Rings—Cylinder liners, pistons, and rings
7.3.2 The EGR coolant is not specified and is at the
are provided as a set and shall be used as a set. Examine piston
discretion of the lab.
rings for any handling damage. Record the pre-test measure-
7.4 Cleaning Materials:
ments as detailed in 11.1.
7.4.1 For cleaning engine parts, use only mineral spirits
8.4 Injectors and Injection Pumps:
(solvent) meeting the requirements in Specification D235, Type
8.4.1 Injectors—Injector nozzles are available from the
II, Class C for Aromatic Content (0 % to 2 % by volume),
supplier shown in A2.2. Check the injector opening pressure at
Flash Point (142 °C, min) and Color (not darker that +25 on
the start of each calibration period. Reset the injector opening
Saybolt Scale or 25 on Pt-Co Scale), refer to A2.5.
pressure if it is outside the specification of 24 000 kPa 6
(Warning—Combustible. Health hazard.) Obtain a Certificate
2000 kPa.
of Analysis for each batch of solvent from the supplier.
8.4.2 Injection Pumps—The electronic unit pumps (EUP)
7.4.2 Pentane. (Warning—Flammable. Health hazard.)
may be changed at any time using the procedure specified in
the Mack Service Manual. Be sure to enter the EUP’s four-digit
8. Preparation of Apparatus at Rebuild
calibration code into the Engine Control Unit (ECU). The
calibration code can be found on the EUP label.
8.1 Cleaning of Parts:
8.5 Assembly Instructions:
8.1.1 Engine Block—Thoroughly spray the engine with
8.5.1 General—The test parts specified for this test are
solvent to remove any oil remaining from the previous test and
intended to be used without material or dimensional modifica-
air-dry. Follow the optional use of an engine parts washer by a
tion. An exception, for example, is approval of a temporary
solvent wash.
parts supply problem by the TMC, and noting this approval in
8.1.2 Rocker Covers and Oil Pan—Remove all sludge,
the test report. All replacement test engine parts shall be
varnish and oil deposits. Rinse with solvent and air-dry. Follow
genuine Mack Truck Inc. parts. Assemble all parts as illustrated
the optional use of an engine parts washer by a solvent wash.
in the Mack Service Manual except where otherwise noted.
8.1.3 Auxiliary Oil System—Flush all oil lines, galleries and
Target all dimensions for the means of the specifications. Use
external oil reservoirs with solvent to remove any previous test
Bulldog Oil for lubricating parts during assembly; see A2.9.
oil and then air-dry.
8.5.1.1 Thermostat—Block the thermostat wide open.
8.1.4 Oil Cooler and Oil Filter—Flush the oil cooler and
8.5.1.2 Connecting Rod Bearings—Install new connecting
filter lines with solvent to remove any previous test oil and then
rod bearings for each test. See 10.1 for recording pre-test
air-dry. Follow the optional use of an engine parts washer by a
measurements.
solvent wash.
8.5.1.3 Main Bearings—Install new main bearings for each
test.
8.1.5 Cylinder Head—Clean the cylinder heads using a wire
8.5.1.4 Piston Undercrown Cooling Nozzles—Particular
brush to remove deposits and rinse with solvent to remove any
care shall be taken in assembling the piston undercrown
sludge and oil and then air-dry. Follow the optional use of an
cooling nozzles to insure proper piston cooling (as outlined in
engine parts washer by a solvent wash.
the Mack Service Manual).
8.1.6 Intake Manifold—Clean the intake manifold before
each test. Scrub the manifold using a nylon brush and solvent,
NOTE 1—Proper oil pressure is also important to assure sufficient oil
and then wash the manifold using an engine parts washer. volume for proper cooling.
8.1.7 EGR Coolers—Replacing or cleaning of the EGR 8.5.1.5 Thrust Washers—Install new thrust washers for each
coolers is at the test laboratory’s discretion. An example of a
test.
successful cleaning method is available from the Test Moni- 8.5.2 New Parts—Use test parts on a first-in/first-out basis.
toring Center (TMC).
Install the following new parts for each re-build, see Table
A2.1 for part numbers:
8.1.8 EGR Venturi Unit—Clean the venturi before each test.
8.5.2.1 Cylinder liners.
Spray with solvent and scrub with a nylon brush.
8.5.2.2 Pistons.
8.2 Valves, Seats, Guides, and Springs:
8.5.2.3 Piston rings.
8.2.1 Visually inspect valves, seats, and springs for defects
8.5.2.4 Overhaul gasket set.
or heavy wear and replace if necessary. Replacement of the
8.5.2.5 Oil filters.
valves, guides, and seat inserts for each test is recommended,
8.5.2.6 Engine coolant conditioner.
but not required.
8.5.2.7 Primary fuel filter.
8.5.2.8 Secondary fuel filter.
8.2.2 Use honing and cutting oil when reaming the valve
8.5.2.9 Valve stem seals.
guides. Hone finish if desired. Valve stem-to-guide clearance
shall be 0.038 mm to 0.089 mm for intake valves and
0.064 mm to 0.114 mm for exhaust valves.
Mack Service Manuals are available from local Mack Trucks, Inc. distributors.
8.3 Cylinder Liner, Piston, and Piston Ring Assembly:
D7422 − 23
8.5.2.10 Valve guides. 8.6.2.11 EGR Cooler Inlet—Distinct EGR cooler inlet tem-
perature measurements are not necessary. The pre-turbine
8.5.2.11 Connecting rod bearings.
exhaust temperatures may be used instead (refer to 8.6.2.8).
8.5.2.12 Main bearings.
8.6.2.12 EGR Cooler Outlet—Locate thermocouples as
8.5.2.13 Thrust washers.
shown in Fig. A1.14.
8.6 Measurements:
8.6.2.13 EGR Pre-Venturi—Locate thermocouple as shown
8.6.1 Calibrations—Calibrate thermocouples, pressure
in Fig. A1.15. The sensors may be located at a tee fitting. If
gages, speed and fuel flow measuring equipment prior to each
they are not located at the same tee fitting then locate the EGR
reference oil test or at any time readout data indicates a need.
Pre-Venturi thermocouple downstream of the pressure sensor.
Conduct calibrations with at least two points that bracket the
8.6.2.14 Intercooler Outlet—Locate the thermocouple
normal operating range. Make these calibrations part of the
downstream of the cooler outlet and prior to the flow stream
laboratory record. During calibration, connect leads, hoses and
split at the intake air bypass.
readout systems in the normally used manner and calibrate
8.6.2.15 Additional Temperature Measurements—Monitor
with necessary standards. For controlled temperatures, im-
any additional temperatures that the test lab regards as helpful
merse thermocouples in calibration baths. Calibrate standards
in providing a consistent test procedure.
with instruments traceable to the National Institute of Stan-
8.6.3 Pressures:
dards and Technology on a yearly basis.
8.6.3.1 Before Oil Filter—Locate the pickup at the tapped
8.6.2 Temperatures:
hole on the oil cooler fitting, see Fig. A1.16.
8.6.2.1 General—Measure temperatures with thermo-
8.6.3.2 After Oil Filter (Main Oil Gallery)—Locate the
couples and conventional readout equipment or equivalent. For
pickup at the left port of the filter housing. Refer to Fig. A1.8.
temperatures in the 0 °C to 150 °C range, calibrate temperature
8.6.3.3 Pre-Turbine Exhaust—Locate the pickup in each
measuring systems to 60.5 °C for at least two temperatures
side of the exhaust manifold section, see Fig. A1.11. This
that bracket the normal operating range. Insert all thermo-
measurement is not mandatory, but it is recommended for
couples so that the tips are located midstream of the flow unless
diagnostic and safety purposes.
otherwise indicated.
8.6.3.4 Intake Manifold (Air Boost)—Take the measurement
8.6.2.2 Ambient Air—Locate thermocouple in a convenient,
at the tapped fitting provided on the intake manifold as
well-ventilated position from the engine and hot accessories.
illustrated in Fig. A1.17.
8.6.2.3 Coolant—Locate the coolant-out thermocouple in
8.6.3.5 Intake Air Pressure (Intake Air Restriction)—
the water manifold prior to the thermostat housing. Locate it in
Measure with a Keil Probe (p/n KDF-8-W required) located
the center of the water stream. Refer to Fig. A1.6. Locate the
upstream of the compressor inlet approximately 203 mm (see
coolant-in thermocouple anywhere between the heat exchanger
Fig. A1.9). The probes can be obtained from the supplier
and the coolant pump inlet, as shown in Fig. A1.7.
shown in A2.10.
8.6.2.4 Oil Gallery—Locate thermocouple at the center port
8.6.3.6 Exhaust Back—Measure exhaust back pressure in a
on the filter housing. Insertion depth shall be 98 mm. Refer to
straight section of pipe, downstream of the turbocharger
Fig. A1.8.
305 mm to 406 mm, with a pressure tap hole as shown in Fig.
8.6.2.5 Oil Sump Temperature—Using a front sump oil pan
A1.12. Do not locate the tap downstream of either the
configuration, locate a thermocouple on the exhaust side of the
temperature thermocouple or the CO probe.
oil pan, from the front of the pan 178 mm and from the top of
8.6.3.7 Crankcase Pressure—Locate the pickup at any lo-
the pan 178 mm. Thermocouple length shall be 102 mm. Refer
cation in the auxiliary oil system vent line, such as between the
to Fig. A1.4.
dipstick tube fitting and the top of the auxiliary oil sump
8.6.2.6 Intake Air Temperature—Locate the intake air ther- bucket.
mocouple in the center of the air stream at the turbocharger
8.6.3.8 Compressor Discharge—Locate the pickup within
inlet as shown in Fig. A1.9. The temperature thermocouple is
152 mm of the second compressor.
to be upstream of the compressor inlet connection approxi-
8.6.3.9 Coolant System—Locate the pickup at the top of the
mately 102 mm. It is not necessary to control intake air
coolant system expansion tank.
humidity, but measurements are required.
8.6.3.10 Barometric Pressure—Locate a barometer in a
8.6.2.7 Fuel In—Locate thermocouple at the fitting on the
convenient location in the lab.
outlet side of the fuel transfer pump as shown in Fig. A1.10.
8.6.4 Carbon Dioxide Measurements:
8.6.2.8 Pre-Turbine Exhaust—Locate one thermocouple in
8.6.4.1 General—Calibrate the sensors prior to each mea-
each side of the exhaust manifold section, see Fig. A1.11.
surement taken during the course of the test. The CO levels for
8.6.2.9 Exhaust Tailpipe—Locate a thermocouple in the the calibration span gases are specified. The Phase I intake span
exhaust pipe downstream of the turbocharger 305 mm to
gas shall be 3 % to 4 % CO and the Phase II intake span gas
406 mm. Locate the thermocouple downstream of the exhaust shall be 1.5 % to 2 % CO . The exhaust span gas for both
back pressure tap, and upstream of the CO probe. Refer to Fig.
phases shall be 10 % to 15 % CO . The blend quality for all
A1.12. span gases shall be Primary Standard 61 %. Saturate the intake
8.6.2.10 Intake Manifold—Locate a thermocouple at the and exhaust CO samples at 4 °C to 5 °C.
tapped fitting on the intake air manifold as shown in Fig. 8.6.4.2 Intake Carbon Dioxide Probe—Measure intake
A1.13. CO . Locate the probe as shown in Fig. A1.8. Use a 6.4 mm
D7422 − 23
probe that meets the Code of Federal Regulations, Title 40 Part 9.3 Engine Shutdown:
86.310-79. The probe diameter is not to exceed the sample line 9.3.1 Perform all non-emergency shutdowns in accordance
diameter.
with Annex A5. The shutdown operation does not count as test
8.6.4.3 Exhaust Carbon Dioxide Probe—Measure the ex- time. Record the length and reason of each shutdown on the
haust CO . Locate the probe 355 mm to 432 mm downstream
appropriate form.
of the turbocharger. Locate the probe downstream of both the
9.3.2 All operationally valid tests should not exceed ten
temperature thermocouple and exhaust back pressure tap. Use
shutdowns. Additionally, all operationally valid tests should
a 6.4 mm probe that meets the Code of Federal Regulations,
not exceed downtime of 150 h. Conduct an engineering review
Title 40 Part 86.310-79. The probe diameter is not to exceed
if either condition is exceeded.
the sample line diameter. Refer to Fig. A1.12.
9.4 Test Cycle:
8.6.5 Engine Blowby—Connect the metering instrument to
9.4.1 The test cycle includes a 1 h break-in followed by a
the filter element canister on the engine front cover.
300 h test. Operating conditions are shown in Table 1. Conduct
8.6.6 Fuel Consumption Measurements—Place the measur-
the break-in by operating at Phase II conditions for 30 min,
ing equipment in the fuel line before the primary fuel filter.
followed by Phase I conditions for 30 min. Conduct the test by
Install the primary fuel filter before the fuel transfer pump and
operating for 100 h at Phase I conditions, followed by 200 h at
install the secondary filter before the unit injection pumps.
Phase II conditions. Conduct the transition from Phase I to
Never plug fuel return lines. Accurate fuel consumption mea-
Phase II in accordance with Annex A5.
surements require proper accounting of return fuel.
9.4.1.1 Based upon oil analysis, injection timing may be
8.6.7 Humidity—Place the measurement equipment down-
changed within the first 100 h of the test (Phase I) to ensure
stream of any air conditioning and in such a manner as not to
meeting the soot window of 4.30 % 6 0.30 % at 100 h, refer to
affect intake air temperature and pressure measurements.
11.7.
8.6.8 System Time Responses—The maximum allowable
9.4.2 Operational Validity—Determine operational validity
system time responses are shown in Table 2. Determine system
in accordance with Annex A3.
time responses in accordance with the Data Acquisition and
Control Automation II (DACA II) Task Force Report. 9.5 Oil Samples—Take 120 mL oil samples at every 25 h
interval. Take the EOT oil sample within 30 min of test
9. Procedure
completion. Always take oil samples before new oil is added.
9.1 Pretest Procedure: Obtain oil samples from the pre-filter pressure port, refer to
Fig. A1.16. This can be done by installing a tee fitting, a small
9.1.1 Initial Oil Fill for Pretest Break-In—The initial oil fill
is 32.7 kg of test oil. Add the first 3.3 kg of fresh test oil to the petcock valve and No. 4 Aeroquip line of length 254 mm to
oil filters (half in each filter), then turn on the auxiliary oil 305 mm, from which the sample is taken. Prior to each sample,
pumps and add an additional 29.4 kg of test oil to the engine. take a 240 mL purge. After sample completion, be sure to
This oil can be added directly through the engine oil fill tube. return the purge to the engine.
9.1.2 Pretest Break-In:
9.6 Oil Addition and Drain:
9.1.2.1 Run the break-in sequence described in Annex A5.
9.6.1 Initially establish the Phase I full mark as the oil mass
9.1.2.2 Drain the oil after the break-in is completed within
after running at Phase I test conditions for 4 h, but do not add
1 h. Replace all oil filters. Refill the engine with test oil and
any new oil until 100 test hours (Phase II). Before transitioning
conduct the test in accordance with 9.4. When performing the
to Phase II record the oil mass. Drain a sufficient amount of oil
pre-test oil charge, do not account for any hang up oil left in the
to obtain an oil mass which is below the Phase I full mark by
oil system.
2.27 kg, and add 2.27 kg of new oil to the engine. If the oil
9.2 Engine Start-Up—Perform all engine start-ups in accor-
mass is already more than 2.27 kg below the full mark, do not
dance with Annex A5. Start-ups are not included as test time.
perform a forced drain.
Test time starts as soon as the engine returns to the test cycle.
9.6.1.1 Establish the Phase II full mark at 104 h. Starting at
The start date and time of a test is defined as when the engine
150 h and each 50 h period thereafter, drain a sufficient amount
first reaches test conditions as shown in Table 1. Crank the
of oil to obtain an oil mass which is below the full mark by
engine prior to start-up to fill the engine oil passages. This
2.27 kg, and add 2.27 kg of new oil to the engine. For any 50 h
practice will enhance engine durability significantly.
period, if the oil mass is already below the full mark by more
than 2.27 kg, do not perform a forced drain.
9.7 Oil Mass Measurements—Record the oil mass every
The Data Acquisition and Control Automation II Task Force Report may be
obtained from the ASTM Test Monitoring Center, 203 Armstrong Drive, Freeport,
6 min and compute the oil consumption (refer to 10.5) from
PA 16229, Attention: Administrator.
these readings.
NOTE 2—Experience has shown that a sudden and sharp increase in oil
TABLE 2 Maximum Allowable System Time Responses
consumption may indicate an oil leak in the turbochargers and may
Measurement Type Time Response, s
necessitate a change of turbochargers.
Speed 2.0
9.8 Fuel Samples—Take one 120 mL fuel sample at SOT
Temperature 3.0
Pressure 3.0
and at EOT.
Flow 45.0
9.9 Periodic Measurements:
D7422 − 23
9.9.1 Make measurements at 6 min intervals on the param- the mass of the canister and record on the appropriate form.
eters listed in 9.9.2 and record statistics on the appropriate Determine the centrifugal oil filter mass gain for each test.
form. Automatic data acquisition is required. Recorded values
9.12 Oil Filter ΔP Calculation:
shall have minimum resolution as shown in Table 3. Charac-
9.12.1 The reported oil filter ΔP is the maximum oil filter
terize the procedure used to calculate the data averages on the
ΔP that occurs as a result of the test. Calculate the oil filter ΔP
appropriate form.
as follows:
9.9.2 Parameters:
9.9.2.1 Speed, r/min.
ΔP 5 ΔPmax 2 ΔPinitial (1)
9.9.2.2 Torque, N·m.
where:
9.9.2.3 Oil Gallery Temperature, °C.
ΔPmax = maximum ΔP across the oil filter, and
9.9.2.4 Oil Sump Temperature, °C.
ΔPinitial = ΔP across the oil filter at the start of test
9.9.2.5 Coolant Out Temperature, °C.
conditions.
9.9.2.6 Coolant In Temperature, °C.
9.9.2.7 Intake Air Temperature, °C.
9.12.2 If an oil filter change is made, add the oil filter ΔP
9.9.2.8 Intake Manifold Temperature, °C.
value obtained after the filter change to the oil filter ΔP
9.9.2.9 Intake Manifold Pressure, kPa.
obtained prior to the filter change. If a shutdown occurs, add
9.9.2.10 Fuel Flow, kg/h.
the oil filter ΔP value obtained after the shutdown to the oil
9.9.2.11 Fuel Inlet Temperature, °C.
filter ΔP obtained prior to the shutdown. Change the oil filter if
9.9.2.12 Tailpipe Exhaust Back Pressure, kPa.
the ΔP exceeds 138 kPa. Report oil filter ΔP on the appropriate
9.9.2.13 Before Filter Oil Pressure, kPa.
form.
9.9.2.14 Main Gallery Oil Pressure, kPa.
9.9.2.15 Crankcase Pressure, kPa. 9.13 Carbon Dioxide—Measure and record intake and ex-
haust CO levels every 4 h.
9.9.2.16 Pre-Turbine Exhaust Temperature, Front Manifold,
°C.
9.9.2.17 Pre-Turbine Exhaust Temperature, Rear Manifold, 10. Inspection of Engine, Fuel, and Oil
°C.
10.1 Pre-Test Measurements:
9.9.2.18 Inlet Air Restriction, kPa.
10.1.1 Pistons—No piston measurements are required.
9.9.2.19 Tailpipe Exhaust Temperature, °C.
10.1.2 Cylinder Sleeves Inside Diameter Surface Finish—
9.9.2.20 Crankcase Blowby, L/min (see 9.10).
Measurement is to be an average of four readings, taken at 90°
9.9.2.21 Pre-Turbine Exhaust Pressure, Front Manifold,
intervals over an axial trace length of 12.7 mm, beginning from
kPa.
9.9.2.22 Pre-Turbine Exhaust Pressure, Rear Manifold, kPa. the top of the sleeve at 6.35 mm, and extending from the top of
the sleeve to 19.1 mm. Identify these trace locations as
9.9.2.23 Inlet Air Humidity, g/kg.
9.9.2.24 EGR Cooler Outlet Temperature, °C. 12 o’clock (12:00), 3 o’clock (3:00), 6 o’clock (6:00), and
9.9.2.25 EGR Pre-Venturi Temperature, °C.
9 o’clock (9:00). For reference, locate 12:00 towards the front
9.9.2.26 Inlet Air Dew Point, °C. of engine. Designate the cylinder number equivalent perma-
9.9.2.27 Oil Mass, kg.
nent mark on the water jacket portion of the sleeve’s outside
9.9.2.28 Intercooler Outlet Temperature, °C.
diameter.
9.10 Blowby—Record the crankcase blowby on the appro- 10.1.3 Piston Rings—Clean and measure in accordance with
the Mack Test Ring Cleaning and Measuring Procedure,
priate form. Take care to prevent oil traps from occurring in the
blowby line at any time during operation. available from the TMC. Report results on the appropriate
form.
9.11 Centrifugal Oil Filter Mass Gain—Prior to the start of
10.1.4 Connecting Rod Bearings:
test, determine the mass of the centrifugal oil filter canister. At
EOT, remove the centrifugal oil filter canister from the engine 10.1.4.1 Prior to measuring, mark bearings with a single
and drain upside down for 30 min. After draining, determine digit on the locating tang to identify cylinder location.
TABLE 3 Minimum Resolution of Recorded Measurements
Parameter Record Data to Nearest Parameter Record Data to Nearest
Speed 1 r/min Blowby 1 L/min
Fuel Flow 0.1 kg/h Inlet Air Dew Point 1 °C
Coolant Temperatures 0.1 °C Oil Temperatures 0.1 °C
Fuel In Temperature 0.1 °C Exhaust Temperatures 1 °C
Intake Air Temperature 0.1 °C EGR Temperatures 1 °C
Intake Manifold Temperature 0.1 °C Oil Pressures 1 kPa
Exhaust Back Pressure 0.1 kPa Crankcase Pressure 0.1 kPa
Inlet Air Restriction 0.1 kPa Intake Manifold Pressure 1 kPa
Torque 1 N•m Intake and Exhaust CO 0.01 %
Power 1 kW Oil Mass 0.001 kg
Humidity 0.1 g/kg . .
D7422 − 23
10.1.4.2 Clean the bearings with solvent (see 7.4.1). Use a Specification” section of the “TMC-Monitored Test Fuel
soft brush if necessary. Air-dry the bearings. Rinse in pentane. Specifications” document and to complete the appropriate form
Do not handle bearings with bare hands. Use gloves or plastic for the last batch of fuel used during the test. In addition,
covered tongs. perform the following inspections on new (0 h) and EOT
(300 h) fuel samples:
10.1.4.3 Weigh bearings on a scale capable of a resolution
of 1 mg. 10.4.1.1 API Gravity at 15.6 °C, Test Method D287 or
D4052.
10.2 Post Test Engine Measurements:
10.4.1.2 Total Sulfur, mg/kg, Test Method D5453 (D2622 or
10.2.1 Pistons—Before removing pistons, carefully remove
D4294 can be substituted). Use one 120 mL sample for
carbon from top of cylinder sleeve—do not remove any metal.
inspections.
10.2.2 Cylinder Sleeves—Measure in accordance with In-
10.5 Oil Consumption Calculation:
structions for Measuring Cylinder Sleeves, available from the
10.5.1 Using the 6 min oil mass measurements taken at
TMC. Report the results on the appropriate form.
6 min intervals (see 9.7), determine the oil consumption in
10.2.3 Piston Rings—Clean and measure in accordance with
grams per hour by performing linear regression on the data for
the Mack Test Ring Cleaning and Measuring Procedure,
each of the eight 25 h periods from 100 h to 300 h, or when the
available from the TMC. Report results on the appropriate
auxiliary oil sump runs dry. The auxiliary oil sump is consid-
form.
ered to have run dry when the oil mass curve shows a
10.2.4 Connecting Rod Bearings:
significant flattening which indicates that the oil mass is no
10.2.4.1 Clean the bearings with solvent (see 7.4.1). Use a
longer decreasing. The oil consumption for a 25 h period is the
soft brush if necessary. Air-dry the bearings. Rinse in pentane.
slope of the regression line for that same period. Report the oil
Do not handle bearings with bare hands. Use gloves or plastic
consumption as the average of the results for the periods before
covered tongs.
the auxiliary oil sump went dry.
10.2.4.2 Weigh bearings on a scale capable of a resolution
10.5.1.1 Following any shutdowns, oil samples, oil
of 1 mg.
additions, or phase transitions exclude from the regression 1 h
10.3 Oil Inspection—Perform all oil analyses listed in
of oil mass data to account for the stabilizing of the oil scale.
10.3.1 – 10.3.7. Report all results.
10.5.1.2 If any shutdowns occur during a 25 h period, the
10.3.1 Viscosity—
...

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: D7422 − 22 D7422 − 23
Standard Test Method for
Evaluation of Diesel Engine Oils in T-12 Exhaust Gas
Recirculation Diesel Engine
This standard is issued under the fixed designation D7422; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope*
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including
lead corrosion and wear of piston rings and cylinder liners in an engine equipped with exhaust gas recirculation and running on
ultra-low sulfur diesel fuel. This test method is commonly referred to as the Mack T-12.
1.1.1 This test method also provides the procedure for running an abbreviated length test, which is commonly referred to as the
T-12A. The procedures for the T-12 and T-12A are identical with the exception of the items specifically listed in Annex A9.
Additionally, the procedure modifications listed in Annex A9 refer to the corresponding section of the T-12 procedure.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exception—Where there is no direct SI equivalent, such as the units for screw threads, National Pipe Threads/diameters,
tubing size, and single source supply equipment specifications.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use. See Annex A6 for specific safety precautions.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
D93 Test Methods for Flash Point by Pensky-Martens Closed Cup Tester
D97 Test Method for Pour Point of Petroleum Products
D130 Test Method for Corrosiveness to Copper from Petroleum Products by Copper Strip Test
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
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 April 1, 2022Dec. 1, 2023. Published April 2022December 2023. Originally approved in 2008. Last previous edition approved in 20192022 as
D7422 – 19.D7422 – 22. DOI: 10.1520/D7422-22.10.1520/D7422-23.
The ASTM Test Monitoring Center will update changes in this test method by means of Information Letters. Information letters may be obtained from the ASTM Test
Monitoring Center, 203 Armstrong Drive, Freeport, PA 16229, www.astmtmc.org, Attention: Director. This edition incorporates revisions in all Information Letters through
No. 21-1.23-1.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
*A Summary of Changes section appears at the end of this standard
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D7422 − 23
D287 Test Method for API Gravity of Crude Petroleum and Petroleum Products (Hydrometer/Method)
D445 Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
D482 Test Method for Ash from Petroleum Products
D524 Test Method for Ramsbottom Carbon Residue of Petroleum Products
D613 Test Method for Cetane Number of Diesel Fuel Oil
D664 Test Method for Acid Number of Petroleum Products by Potentiometric Titration
D976 Test Method for Calculated Cetane Index of Distillate Fuels
D1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption
D2274 Test Method for Oxidation Stability of Distillate Fuel Oil (Accelerated Method)
D2500 Test Method for Cloud Point of Petroleum Products and Liquid Fuels
D2622 Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-ray Fluorescence Spectrometry
D2709 Test Method for Water and Sediment in Middle Distillate Fuels by Centrifuge
D3338 Test Method for Estimation of Net Heat of Combustion of Aviation Fuels
D4052 Test Method for Density, Relative Density, and API Gravity of Liquids by Digital Density Meter
D4175 Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
D4294 Test Method for Sulfur in Petroleum and Petroleum Products by Energy Dispersive X-ray Fluorescence Spectrometry
D4485 Specification for Performance of Active API Service Category Engine Oils
D4739 Test Method for Base Number Determination by Potentiometric Hydrochloric Acid Titration
D5185 Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively
Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
D5186 Test Method for Determination of the Aromatic Content and Polynuclear Aromatic Content of Diesel Fuels By
Supercritical Fluid Chromatography
D5453 Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel,
and Engine Oil by Ultraviolet Fluorescence
D5967 Test Method for Evaluation of Diesel Engine Oils in T-8 Diesel Engine
D6078 Test Method for Evaluating Lubricity of Diesel Fuels by the Scuffing Load Ball-on-Cylinder Lubricity Evaluator
(SLBOCLE) (Withdrawn 2021)
D6896 Test Method for Determination of Yield Stress and Apparent Viscosity of Used Engine Oils at Low Temperature
E29 Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications
E178 Practice for Dealing With Outlying Observations
2.2 National Archives and Records Administration:
Code of Federal Regulations Title 40 Part 86.310-79
3. Terminology
3.1 Definitions:
3.1.1 blind reference oil, n—a reference oil, the identity of which is unknown by the test facility.
3.1.1.1 Discussion—
This is a coded reference oil that is submitted by a source independent from the test facility. D4175
3.1.2 blowby, n—in internal combustion engines, that portion of the combustion products and unburned air/fuel mixture that leaks
past piston rings into the engine crankcase during operation.
3.1.3 calibrate, v—to determine the indication or output of a device (for example, thermometer, manometer, engine) with respect
to that of a standard.
3.1.4 candidate oil, n—an oil that is intended to have the performance characteristics necessary to satisfy a specification and is
intended to be tested against that specification. D4175
3.1.5 exhaust gas recirculation (EGR), n—the mixing of exhaust gas with intake air to reduce the formation of nitrogen oxides
(NO ). D4175
x
3.1.6 heavy-duty, adj—in internal combustion engine operation, characterized by average speeds, power output and internal
temperatures that are close to the potential maximums. D4175
The last approved version of this historical standard is referenced on www.astm.org.
Available from U.S. Government Printing Office Superintendent of Documents, 732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401, http://
www.access.gpo.gov.
D7422 − 23
3.1.7 heavy-duty engine, n—in internal combustion engine types, one that is designed to allow operation continuously at or close
to its peak output.
3.1.8 non-reference oil, n—any oil other than a reference oil; such as a research formulation, commercial oil or candidate oil.
D4175
3.1.9 non-standard test, n—a test that is not conducted in conformance with the requirements in the standard test method; such
as running on an uncalibrated test stand, using different test equipment, applying different equipment assembly procedures, or using
modified operating conditions. D4175
3.1.10 oxidation, n—of engine oil, the reaction of the oil with an electron acceptor, generally oxygen, that can produce deleterious
acidic or resinous materials often manifested as sludge formation, varnish formation, viscosity increase, or corrosion, or
combination thereof.
3.1.11 reference oil, n—an oil of known performance characteristics, used as a basis for comparison.
3.1.11.1 Discussion—
Reference oils are used to calibrate testing facilities, to compare the performance of other oils, or to evaluate other materials (such
as seals) that interact with oils. D4175
3.1.12 sludge, n—in internal combustion engines, a deposit, principally composed of insoluble resins and oxidation products from
fuel combustion and the lubricant, that does not drain from engine parts but can be removed by wiping with a cloth. D4175
3.1.13 standard test, n—a test on a calibrated test stand, using the prescribed equipment in accordance with the requirements in
the test method, and conducted in accordance with the specified operating conditions.
3.1.14 test parameter, n—a specified component, property, or condition of a test procedure.
3.1.14.1 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
3.1.15 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
3.1.16 wear, n—the loss of material from a surface, generally occurring between two surfaces in relative motion, and resulting
from mechanical or chemical action or a combination of both. D4175
4. Summary of Test Method
4.1 The test operation involves use of a Mack E-TECH V-MAC III diesel engine with Exhaust Gas Recirculation (EGR). A
warm-up and a 1 h break-in are followed by a two-phase test consisting of 100 h at 1800 r/min and 200 h at 1200 r/min, both at
constant speed and load.
4.2 Take oil samples periodically and analyze for viscosity increase and wear metals content.
4.3 Rebuild the engine prior to each test. Disassemble, solvent-clean, measure, and rebuild, the engine power section using all new
pistons, rings, cylinder liners, and connecting rod bearings, in strict accordance with furnished specifications.
4.4 Solvent-clean the engine crankcase and replace worn or defective parts.
4.5 Equip the test stand with appropriate accessories for controlling speed, torque, and various engine operating conditions.
D7422 − 23
5. Significance and Use
5.1 This test method was developed to evaluate the wear performance of engine oils in turbocharged and intercooled four-cycle
diesel engines equipped with EGR and running on ultra-low sulfur diesel fuel. Obtain results from used oil analysis and component
measurements before and after test.
5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed.
6. Apparatus
6.1 General Description:
6.1.1 The test engine is a Mack E-TECH V-MAC III, electronically controlled fuel injection with six electronic unit pumps, using
2002 cylinder heads, P/N 11GBA81025 (Annex A2). It is an open-chamber, in-line, six-cylinder, four-stroke, turbocharged, charge
air-cooled, and compression ignition engine. The bore and stroke are 124 mm by 165 mm, and the displacement is 12 L.
6.1.2 The ambient laboratory atmosphere shall be relatively free of dirt and other contaminants as required by good laboratory
standards. Filtering air, controlling temperature, and controlling humidity in the engine buildup area helps prevent accumulation
of dirt and other contaminants on engine parts and aids in measuring and selecting parts for assembly.
6.2 Test Engine:
6.2.1 Mack T-12 Test Engine—The engine is available from Mack Trucks, Inc. A complete parts list is shown in Table A2.1. Use
test parts on a first-in/first-out basis.
6.2.2 Engine Cooling System:
6.2.2.1 Use a new Mack coolant conditioner shown in Table A2.1, every test, to limit scaling in the cooling system. Pressurize
the system at the expansion tank to 103 kPa. Use the coolant described in 7.3.1.
6.2.2.2 Use a closed-loop, pressurized external engine cooling system composed of a nonferrous core heat exchanger, reservoir,
and water-out temperature control valve. The system shall prevent air entrainment and control jacket temperatures within the
specified limit. Install a sight glass between the engine and the cooling tower to check for air entrainment and uniform flow in an
effort to observe and prevent localized boiling. Block the thermostat wide open.
6.2.2.3 Use a closed-loop, pressurized external EGR cooling system composed of a nonferrous core heat exchanger, reservoir, and
coolant-out temperature control valve. The system shall prevent air entrainment and control jacket temperatures within the
specified limit. Install a sight glass between the EGR coolers and the cooling tower to check for air entrainment and uniform flow
in an effort to observe and prevent localized boiling. The coolant flow direction is to be parallel (concurrent) with the EGR gas
flow. Every reasonable attempt should be made to ensure that the EGR temperatures leaving the coolers are very similar. Fig. A1.3
shows the coolant flow to and from the EGR coolers, respectively.
6.2.3 Auxiliary Oil System:
6.2.3.1 To maintain a constant oil level in the pan, provide an additional 9.5 L sump by using a separate closed tank connected
to the sump. Circulate oil through the tank with an auxiliary pump. The system schematic is shown in Fig. A1.1. The supply line
to the tank from the sump is to have an inside diameter of 13 mm. The return line from the tank to the sump is to have an inside
diameter of 10 mm. Use a vent line with a minimum inside diameter of 13 mm.
6.2.3.2 Locate the auxiliary oil system suction line on the exhaust side of the oil pan, down from the oil pan rail 127 mm, and
back from the front of the pan 178 mm. This location is directly above the oil sump temperature thermocouple. Refer to Fig. A1.4.
Connect the auxiliary oil system return line to the power steering pump cover on the front timing gear cover. Refer to Fig. A1.5.
Connect the auxiliary oil scale vent line to the top of the auxiliary oil sump bucket and the dipstick tube opening.
D7422 − 23
6.2.3.3 Use Viking Pump Model SG053514 as the auxiliary oil pumps. Pump speed is specified as 1725 r/min.
6.2.4 Oil Cooling System:
6.2.4.1 Use the oil cooler adapter blocks to mount the oil cooler to the engine. The adapter blocks are available from the supplier
list in A2.6.
6.2.4.2 Use the oil filter housing (part number 27GB525M) shown in Fig. A1.8.
6.2.5 Blowby Meter—Use a meter capable of providing data at a minimum frequency of 6 min. To prevent blowby condensate
from draining back into the engine, ensure the blowby line has a downward slope to a collection bucket. Ensure the collection
bucket has a minimum volume of 18.9 L. Locate the blowby meter downstream of the collection bucket. The slope of the blowby
line downstream of the collection bucket is unspecified.
6.2.6 Air Supply and Filtration—Use the Mack air filter element and the Mack filter housing shown in A2.3. Replace filter
cartridge when ΔP of 2.5 kPa is reached. Install an adjustable valve (flapper) in the inlet air system at least two pipe diameters
before any temperature, pressure and humidity measurement devices. Use the valve to maintain inlet air restriction within required
specifications.
6.2.7 Fuel Supply—Heating, cooling, or both of the fuel supply may be required, and a recommended system is shown in Fig.
A1.2.
6.2.8 Intake Manifold Temperature Control—Use stainless steel intake manifolds (P/N M10105GCX4332RSS for front manifold,
M10105GCX5212RSS for rear manifold) available from the supplier listed in A2.2. Use an intercooler suited to control intake
manifold temperature to the setpoint specified in Table 1. To minimize potential intake air condensation keep the intercooler out
temperature above 30 ºC at all times of engine operation.
6.2.9 Injection Timing Control—Remove the engine intake manifold temperature sensor. Use the intake manifold temperature to
control injection timing in accordance with the Temperature to Injection Timing Correlation shown in Annex A4.
6.2.10 Oil Pump—Use a Mack P/N 315GC465BM oil pump. The oil pump is available from the supplier listed in A2.2.
6.2.11 EGR Venturi Unit—Use a stainless steel EGR venturi unit, P/N 762GBX433SS, available from the supplier listed in A2.2.
6.2.12 Fuel Pressure Regulator—Use a P/N 691GC227M2 fuel pressure regulator.
6.2.13 Engine Control Module (ECM)—To avoid an ECM fault code, it may be necessary to replace the engine ECM sensors for
Coolant Out and Fuel In temperatures with fixed resistances that are equivalent to the Phase I set points (refer to Table 1).
7. Engine Fluids
7.1 Test Oil—Approximately 151 L of test oil are required for the test.
7.2 Test Fuel—Obtain the ultra-low sulfur PC-10 diesel test fuel from Chevron Phillips Chemical Company LP. The fuel shall
have the properties and tolerances shown in the “PC-10 Fuel Specification” section of the “TMC-Monitored Test Fuel
Specifications” document maintained by the TMC.
7.3 Coolant:
The sole source of supply of the apparatus known to the committee at this time is Viking Pump, Inc., a unit of IDEX Corporation, 406 State Street, P.O. Box 8, Cedar
Falls, IA 50613-0008. If you are aware of alternative suppliers, please provide this information to ASTM International Headquarters. Your comments will receive careful
consideration at a meeting of the responsible technical committee, which you may attend.
The sole source of supply for test fuel known to the committee at this time is Ultra-Low Sulfur Diesel Fuel from Chevron Phillips Chemical Company LP, 10001 Six
Pines Dr., Suit 4036B, The Woodlands, TX 77387–4910, Ph. 832–813–4859, Fax: [phone], Email: [e-mail]. 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.
D7422 − 23
TABLE 1 Test Conditions
Limits
Parameters
Phase I Phase II
Time, h 100 200
Injection Timing, °BTDC Variable 21
A
Controlled Parameters
Speed, r/min 1800 1200
Fuel Flow, kg/h 59.2 63.5
Intake CO Level, % 3.09 ± 0.05 1.42 ± 0.05
Exhaust CO Level, % 9.10–9.40 9.78–10.08 typical
Inlet Manifold Temp., °C 90 80
Coolant Out Temp., °C 66 108
Fuel In Temp., °C 40 40
Oil Gallery Temp., °C 88 116
Intake Air Temp., °C 25 25
B
Ranged Parameters
Inlet Air Restriction, kPa 3.5–4.0 3.5 - 4.0
Inlet Manifold Pressure, kPa 266 nominal 302–312
Exhaust Back Pressure, kPa 2.7–3.5 2.7–3.5
Crankcase Pressure, kPa 0.25–0.75 0.25–0.75
Uncontrolled Parameters
C
Torque, N·m Record Record
Exhaust Temp., °C
Pre-turbine Record Record
Tailpipe Record Record
Oil Sump Temp., °C Record Record
Coolant In Temp., °C Record Record
EGR Pre-Venturi Temp., °C Minimum 104 Minimum 104
Intercooler Out Temp., °C Minimum 30 Minimum 30
Inlet Air Dew Point, °C Record Record
Inlet Air Humidity, g/kg Record Record
Blowby, L/min Record Record
EGR Pre-Venturi Pressure, kPa Record Record
Pre-turbine Exhaust Pressure, kPa Record Record
Main Gallery Oil Pressure, kPa Record Record
D D
Oil Filter ΔP, kPa Not to exceed 138 Not to exceed 138
A
All control parameters shall be targeted at the mean indicated.
B
All ranged parameters shall fall within the specified ranges.
C
At 98.2 kPa and 29.5 °C dry air.
D
If oil filter ΔP exceeds 138 kPa, change the two full flow filters. If the filters are changed, attempt to recover as much oil as possible by draining the filters. No new oil
is to be added. The test report shall indicate if the filters are changed.
7.3.1 For the engine coolant, use demineralized water with salt content less than 0.03 g/L or distilled water (do not use antifreeze
solutions). Use Pencool 3000 coolant additive at the manufacturer’s recommended rate. Pencool 3000 may be obtained from the
supplier shown in A2.7.
7.3.2 The EGR coolant is not specified and is at the discretion of the lab.
7.4 Cleaning Materials:
7.4.1 For cleaning engine parts, use only mineral spirits (solvent) meeting the requirements in Specification D235, Type II, Class
C for Aromatic Content (0 % to 2 % by volume), Flash Point (142 °C, min) and Color (not darker that +25 on Saybolt Scale or
25 on Pt-Co Scale), refer to A2.5. (Warning—Combustible. Health hazard.) Obtain a Certificate of Analysis for each batch of
solvent from the supplier.
7.4.2 Pentane. (Warning—Flammable. Health hazard.)
8. Preparation of Apparatus at Rebuild
8.1 Cleaning of Parts:
8.1.1 Engine Block—Thoroughly spray the engine with solvent to remove any oil remaining from the previous test and air-dry.
Follow the optional use of an engine parts washer by a solvent wash.
8.1.2 Rocker Covers and Oil Pan—Remove all sludge, varnish and oil deposits. Rinse with solvent and air-dry. Follow the optional
use of an engine parts washer by a solvent wash.
D7422 − 23
8.1.3 Auxiliary Oil System—Flush all oil lines, galleries and external oil reservoirs with solvent to remove any previous test oil
and then air-dry.
8.1.4 Oil Cooler and Oil Filter—Flush the oil cooler and filter lines with solvent to remove any previous test oil and then air-dry.
Follow the optional use of an engine parts washer by a solvent wash.
8.1.5 Cylinder Head—Clean the cylinder heads using a wire brush to remove deposits and rinse with solvent to remove any sludge
and oil and then air-dry. Follow the optional use of an engine parts washer by a solvent wash.
8.1.6 Intake Manifold—Clean the intake manifold before each test. Scrub the manifold using a nylon brush and solvent, and then
wash the manifold using an engine parts washer.
8.1.7 EGR Coolers—Replacing or cleaning of the EGR coolers is at the test laboratory’s discretion. An example of a successful
cleaning method is available from the Test Monitoring Center (TMC).
8.1.8 EGR Venturi Unit—Clean the venturi before each test. Spray with solvent and scrub with a nylon brush.
8.2 Valves, Seats, Guides, and Springs:
8.2.1 Visually inspect valves, seats, and springs for defects or heavy wear and replace if necessary. Replacement of the valves,
guides, and seat inserts for each test is recommended, but not required.
8.2.2 Use honing and cutting oil when reaming the valve guides. Hone finish if desired. Valve stem-to-guide clearance shall be
0.038 mm to 0.089 mm for intake valves and 0.064 mm to 0.114 mm for exhaust valves.
8.3 Cylinder Liner, Piston, and Piston Ring Assembly:
8.3.1 Cylinder Liner Fitting—For proper heat transfer, fit cylinder liners to the block using the procedure outlined in the Mack
Service Manual.
8.3.2 Piston and Rings—Cylinder liners, pistons, and rings are provided as a set and shall be used as a set. Examine piston rings
for any handling damage. Record the pre-test measurements as detailed in 11.1.
8.4 Injectors and Injection Pumps:
8.4.1 Injectors—Injector nozzles are available from the supplier shown in A2.2. Check the injector opening pressure at the start
of each calibration period. Reset the injector opening pressure if it is outside the specification of 24 000 kPa 6 2000 kPa.
8.4.2 Injection Pumps—The electronic unit pumps (EUP) may be changed at any time using the procedure specified in the Mack
Service Manual. Be sure to enter the EUP’s four-digit calibration code into the Engine Control Unit (ECU). The calibration code
can be found on the EUP label.
8.5 Assembly Instructions:
8.5.1 General—The test parts specified for this test are intended to be used without material or dimensional modification. An
exception, for example, is approval of a temporary parts supply problem by the TMC, and noting this approval in the test report.
All replacement test engine parts shall be genuine Mack Truck Inc. parts. Assemble all parts as illustrated in the Mack Service
Manual except where otherwise noted. Target all dimensions for the means of the specifications. Use Bulldog Oil for lubricating
parts during assembly; see A2.9.
8.5.1.1 Thermostat—Block the thermostat wide open.
8.5.1.2 Connecting Rod Bearings—Install new connecting rod bearings for each test. See 10.1 for recording pre-test
measurements.
Mack Service Manuals are available from local Mack Trucks, Inc. distributors.
D7422 − 23
8.5.1.3 Main Bearings—Install new main bearings for each test.
8.5.1.4 Piston Undercrown Cooling Nozzles—Particular care shall be taken in assembling the piston undercrown cooling nozzles
to insure proper piston cooling (as outlined in the Mack Service Manual).
NOTE 1—Proper oil pressure is also important to assure sufficient oil volume for proper cooling.
8.5.1.5 Thrust Washers—Install new thrust washers for each test.
8.5.2 New Parts—Use test parts on a first-in/first-out basis. Install the following new parts for each re-build, see Table A2.1 for
part numbers:
8.5.2.1 Cylinder liners.
8.5.2.2 Pistons.
8.5.2.3 Piston rings.
8.5.2.4 Overhaul gasket set.
8.5.2.5 Oil filters.
8.5.2.6 Engine coolant conditioner.
8.5.2.7 Primary fuel filter.
8.5.2.8 Secondary fuel filter.
8.5.2.9 Valve stem seals.
8.5.2.10 Valve guides.
8.5.2.11 Connecting rod bearings.
8.5.2.12 Main bearings.
8.5.2.13 Thrust washers.
8.6 Measurements:
8.6.1 Calibrations—Calibrate thermocouples, pressure gages, speed and fuel flow measuring equipment prior to each reference oil
test or at any time readout data indicates a need. Conduct calibrations with at least two points that bracket the normal operating
range. Make these calibrations part of the laboratory record. During calibration, connect leads, hoses and readout systems in the
normally used manner and calibrate with necessary standards. For controlled temperatures, immerse thermocouples in calibration
baths. Calibrate standards with instruments traceable to the National Institute of Standards and Technology on a yearly basis.
8.6.2 Temperatures:
8.6.2.1 General—Measure temperatures with thermocouples and conventional readout equipment or equivalent. For temperatures
in the 0 °C to 150 °C range, calibrate temperature measuring systems to 60.5 °C for at least two temperatures that bracket the
normal operating range. Insert all thermocouples so that the tips are located midstream of the flow unless otherwise indicated.
8.6.2.2 Ambient Air—Locate thermocouple in a convenient, well-ventilated position from the engine and hot accessories.
D7422 − 23
8.6.2.3 Coolant—Locate the coolant-out thermocouple in the water manifold prior to the thermostat housing. Locate it in the
center of the water stream. Refer to Fig. A1.6. Locate the coolant-in thermocouple anywhere between the heat exchanger and the
coolant pump inlet, as shown in Fig. A1.7.
8.6.2.4 Oil Gallery—Locate thermocouple at the center port on the filter housing. Insertion depth shall be 98 mm. Refer to Fig.
A1.8.
8.6.2.5 Oil Sump Temperature—Using a front sump oil pan configuration, locate a thermocouple on the exhaust side of the oil pan,
from the front of the pan 178 mm and from the top of the pan 178 mm. Thermocouple length shall be 102 mm. Refer to Fig. A1.4.
8.6.2.6 Intake Air Temperature—Locate the intake air thermocouple in the center of the air stream at the turbocharger inlet as
shown in Fig. A1.9. The temperature thermocouple is to be upstream of the compressor inlet connection approximately 102 mm.
It is not necessary to control intake air humidity, but measurements are required.
8.6.2.7 Fuel In—Locate thermocouple at the fitting on the outlet side of the fuel transfer pump as shown in Fig. A1.10.
8.6.2.8 Pre-Turbine Exhaust—Locate one thermocouple in each side of the exhaust manifold section, see Fig. A1.11.
8.6.2.9 Exhaust Tailpipe—Locate a thermocouple in the exhaust pipe downstream of the turbocharger 305 mm to 406 mm. Locate
the thermocouple downstream of the exhaust back pressure tap, and upstream of the CO probe. Refer to Fig. A1.12.
8.6.2.10 Intake Manifold—Locate a thermocouple at the tapped fitting on the intake air manifold as shown in Fig. A1.13.
8.6.2.11 EGR Cooler Inlet—Distinct EGR cooler inlet temperature measurements are not necessary. The pre-turbine exhaust
temperatures may be used instead (refer to 8.6.2.8).
8.6.2.12 EGR Cooler Outlet—Locate thermocouples as shown in Fig. A1.14.
8.6.2.13 EGR Pre-Venturi—Locate thermocouple as shown in Fig. A1.15. The sensors may be located at a tee fitting. If they are
not located at the same tee fitting then locate the EGR Pre-Venturi thermocouple downstream of the pressure sensor.
8.6.2.14 Intercooler Outlet—Locate the thermocouple downstream of the cooler outlet and prior to the flow stream split at the
intake air bypass.
8.6.2.15 Additional Temperature Measurements—Monitor any additional temperatures that the test lab regards as helpful in
providing a consistent test procedure.
8.6.3 Pressures:
8.6.3.1 Before Oil Filter—Locate the pickup at the tapped hole on the oil cooler fitting, see Fig. A1.16.
8.6.3.2 After Oil Filter (Main Oil Gallery)—Locate the pickup at the left port of the filter housing. Refer to Fig. A1.8.
8.6.3.3 Pre-Turbine Exhaust—Locate the pickup in each side of the exhaust manifold section, see Fig. A1.11. This measurement
is not mandatory, but it is recommended for diagnostic and safety purposes.
8.6.3.4 Intake Manifold (Air Boost)—Take the measurement at the tapped fitting provided on the intake manifold as illustrated in
Fig. A1.17.
8.6.3.5 Intake Air Pressure (Intake Air Restriction)—Measure with a Keil Probe (p/n KDF-8-W required) located upstream of the
compressor inlet approximately 203 mm (see Fig. A1.9). The probes can be obtained from the supplier shown in A2.10.
8.6.3.6 Exhaust Back—Measure exhaust back pressure in a straight section of pipe, downstream of the turbocharger 305 mm to
406 mm, with a pressure tap hole as shown in Fig. A1.12. Do not locate the tap downstream of either the temperature thermocouple
or the CO probe.
D7422 − 23
8.6.3.7 Crankcase Pressure—Locate the pickup at any location in the auxiliary oil system vent line, such as between the dipstick
tube fitting and the top of the auxiliary oil sump bucket.
8.6.3.8 Compressor Discharge—Locate the pickup within 152 mm of the second compressor.
8.6.3.9 Coolant System—Locate the pickup at the top of the coolant system expansion tank.
8.6.3.10 Barometric Pressure—Locate a barometer in a convenient location in the lab.
8.6.4 Carbon Dioxide Measurements:
8.6.4.1 General—Calibrate the sensors prior to each measurement taken during the course of the test. The CO levels for the
calibration span gases are specified. The Phase I intake span gas shall be 3 % to 4 % CO and the Phase II intake span gas shall
be 1.5 % to 2 % CO . The exhaust span gas for both phases shall be 10 % to 15 % CO . The blend quality for all span gases shall
2 2
be Primary Standard 61 %. Saturate the intake and exhaust CO samples at 4 °C to 5 °C.
8.6.4.2 Intake Carbon Dioxide Probe—Measure intake CO . Locate the probe as shown in Fig. A1.8. Use a 6.4 mm probe that
meets the Code of Federal Regulations, Title 40 Part 86.310-79. The probe diameter is not to exceed the sample line diameter.
8.6.4.3 Exhaust Carbon Dioxide Probe—Measure the exhaust CO . Locate the probe 355 mm to 432 mm downstream of the
turbocharger. Locate the probe downstream of both the temperature thermocouple and exhaust back pressure tap. Use a 6.4 mm
probe that meets the Code of Federal Regulations, Title 40 Part 86.310-79. The probe diameter is not to exceed the sample line
diameter. Refer to Fig. A1.12.
8.6.5 Engine Blowby—Connect the metering instrument to the filter element canister on the engine front cover.
8.6.6 Fuel Consumption Measurements—Place the measuring equipment in the fuel line before the primary fuel filter. Install the
primary fuel filter before the fuel transfer pump and install the secondary filter before the unit injection pumps. Never plug fuel
return lines. Accurate fuel consumption measurements require proper accounting of return fuel.
8.6.7 Humidity—Place the measurement equipment downstream of any air conditioning and in such a manner as not to affect
intake air temperature and pressure measurements.
8.6.8 System Time Responses—The maximum allowable system time responses are shown in Table 2. Determine system time
responses in accordance with the Data Acquisition and Control Automation II (DACA II) Task Force Report.
9. Procedure
9.1 Pretest Procedure:
9.1.1 Initial Oil Fill for Pretest Break-In—The initial oil fill is 32.7 kg of test oil. Add the first 3.3 kg of fresh test oil to the oil
filters (half in each filter), then turn on the auxiliary oil pumps and add an additional 29.4 kg of test oil to the engine. This oil can
be added directly through the engine oil fill tube.
9.1.2 Pretest Break-In:
9.1.2.1 Run the break-in sequence described in Annex A5.
TABLE 2 Maximum Allowable System Time Responses
Measurement Type Time Response, s
Speed 2.0
Temperature 3.0
Pressure 3.0
Flow 45.0
The Data Acquisition and Control Automation II Task Force Report may be obtained from the ASTM Test Monitoring Center, 203 Armstrong Drive, Freeport, PA 16229,
Attention: Administrator.
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9.1.2.2 Drain the oil after the break-in is completed within 1 h. Replace all oil filters. Refill the engine with test oil and conduct
the test in accordance with 9.4. When performing the pre-test oil charge, do not account for any hang up oil left in the oil system.
9.2 Engine Start-Up—Perform all engine start-ups in accordance with Annex A5. Start-ups are not included as test time. Test time
starts as soon as the engine returns to the test cycle. The start date and time of a test is defined as when the engine first reaches
test conditions as shown in Table 1. Crank the engine prior to start-up to fill the engine oil passages. This practice will enhance
engine durability significantly.
9.3 Engine Shutdown:
9.3.1 Perform all non-emergency shutdowns in accordance with Annex A5. The shutdown operation does not count as test time.
Record the length and reason of each shutdown on the appropriate form.
9.3.2 All operationally valid tests should not exceed ten shutdowns. Additionally, all operationally valid tests should not exceed
downtime of 150 h. Conduct an engineering review if either condition is exceeded.
9.4 Test Cycle:
9.4.1 The test cycle includes a 1 h break-in followed by a 300 h test. Operating conditions are shown in Table 1. Conduct the
break-in by operating at Phase II conditions for 30 min, followed by Phase I conditions for 30 min. Conduct the test by operating
for 100 h at Phase I conditions, followed by 200 h at Phase II conditions. Conduct the transition from Phase I to Phase II in
accordance with Annex A5.
9.4.1.1 Based upon oil analysis, injection timing may be changed within the first 100 h of the test (Phase I) to ensure meeting the
soot window of 4.30 % 6 0.30 % at 100 h, refer to 11.7.
9.4.2 Operational Validity—Determine operational validity in accordance with Annex A3.
9.5 Oil Samples—Take 120 mL oil samples at every 25 h interval. Take the EOT oil sample within 30 min of test completion.
Always take oil samples before new oil is added. Obtain oil samples from the pre-filter pressure port, refer to Fig. A1.16. This can
be done by installing a tee fitting, a small petcock valve and No. 4 Aeroquip line of length 254 mm to 305 mm, from which the
sample is taken. Prior to each sample, take a 240 mL purge. After sample completion, be sure to return the purge to the engine.
9.6 Oil Addition and Drain:
9.6.1 Initially establish the Phase I full mark as the oil mass after running at Phase I test conditions for 4 h, but do not add any
new oil until 100 test hours (Phase II). Before transitioning to Phase II record the oil mass. Drain a sufficient amount of oil to obtain
an oil mass which is below the Phase I full mark by 2.27 kg, and add 2.27 kg of new oil to the engine. If the oil mass is already
more than 2.27 kg below the full mark, do not perform a forced drain.
9.6.1.1 Establish the Phase II full mark at 104 h. Starting at 150 h and each 50 h period thereafter, drain a sufficient amount of
oil to obtain an oil mass which is below the full mark by 2.27 kg, and add 2.27 kg of new oil to the engine. For any 50 h period,
if the oil mass is already below the full mark by more than 2.27 kg, do not perform a forced drain.
9.7 Oil Mass Measurements—Record the oil mass every 6 min and compute the oil consumption (refer to 10.5) from these
readings.
NOTE 2—Experience has shown that a sudden and sharp increase in oil consumption may indicate an oil leak in the turbochargers and may necessitate
a change of turbochargers.
9.8 Fuel Samples—Take one 120 mL fuel sample at SOT and at EOT.
9.9 Periodic Measurements:
9.9.1 Make measurements at 6 min intervals on the parameters listed in 9.9.2 and record statistics on the appropriate form.
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Automatic data acquisition is required. Recorded values shall have minimum resolution as shown in Table 3. Characterize the
procedure used to calculate the data averages on the appropriate form.
9.9.2 Parameters:
9.9.2.1 Speed, r/min.
9.9.2.2 Torque, N·m.
9.9.2.3 Oil Gallery Temperature, °C.
9.9.2.4 Oil Sump Temperature, °C.
9.9.2.5 Coolant Out Temperature, °C.
9.9.2.6 Coolant In Temperature, °C.
9.9.2.7 Intake Air Temperature, °C.
9.9.2.8 Intake Manifold Temperature, °C.
9.9.2.9 Intake Manifold Pressure, kPa.
9.9.2.10 Fuel Flow, kg/h.
9.9.2.11 Fuel Inlet Temperature, °C.
9.9.2.12 Tailpipe Exhaust Back Pressure, kPa.
9.9.2.13 Before Filter Oil Pressure, kPa.
9.9.2.14 Main Gallery Oil Pressure, kPa.
9.9.2.15 Crankcase Pressure, kPa.
9.9.2.16 Pre-Turbine Exhaust Temperature, Front Manifold, °C.
9.9.2.17 Pre-Turbine Exhaust Temperature, Rear Manifold, °C.
9.9.2.18 Inlet Air Restriction, kPa.
9.9.2.19 Tailpipe Exhaust Temperature, °C.
9.9.2.20 Crankcase Blowby, L/min (see 9.10).
9.9.2.21 Pre-Turbine Exhaust Pressure, Front Manifold, kPa.
TABLE 3 Minimum Resolution of Recorded Measurements
Parameter Record Data to Nearest Parameter Record Data to Nearest
Speed 1 r/min Blowby 1 L/min
Fuel Flow 0.1 kg/h Inlet Air Dew Point 1 °C
Coolant Temperatures 0.1 °C Oil Temperatures 0.1 °C
Fuel In Temperature 0.1 °C Exhaust Temperatures 1 °C
Intake Air Temperature 0.1 °C EGR Temperatures 1 °C
Intake Manifold Temperature 0.1 °C Oil Pressures 1 kPa
Exhaust Back Pressure 0.1 kPa Crankcase Pressure 0.1 kPa
Inlet Air Restriction 0.1 kPa Intake Manifold Pressure 1 kPa
Torque 1 N•m Intake and Exhaust CO 0.01 %
Power 1 kW Oil Mass 0.001 kg
Humidity 0.1 g/kg . .
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9.9.2.22 Pre-Turbine Exhaust Pressure, Rear Manifold, kPa.
9.9.2.23 Inlet Air Humidity, g/kg.
9.9.2.24 EGR Cooler Outlet Temperature, °C.
9.9.2.25 EGR Pre-Venturi Temperature, °C.
9.9.2.26 Inlet Air Dew Point, °C.
9.9.2.27 Oil Mass, kg.
9.9.2.28 Intercooler Outlet Temperature, °C.
9.10 Blowby—Record the crankcase blowby on the appropriate form. Take care to prevent oil traps from occurring in the blowby
line at any time during operation.
9.11 Centrifugal Oil Filter Mass Gain—Prior to the start of test, determine the mass of the centrifugal oil filter canister. At EOT,
remove the centrifugal oil filter canister from the engine and drain upside down for 30 min. After draining, determine the mass
of the canister and record on the appropriate form. Determine the centrifugal oil filter mass gain for each test.
9.12 Oil Filter ΔP Calculation:
9.12.1 The reported oil filter ΔP is the maximum oil filter ΔP that occurs as a result of the test. Calculate the oil filter ΔP as follows:
ΔP 5 ΔPmax 2 ΔPinitial (1)
where:
ΔPmax = maximum ΔP across the oil filter, and
ΔPinitial = ΔP across the oil filter at the start of test conditions.
9.12.2 If an oil filter change is made, add the oil filter ΔP value obtained after the filter change to the oil filter ΔP obtained prior
to the filter change. If a shutdown occurs, add the oil filter ΔP value obtained after the shutdown to the oil filter ΔP obtained prior
to the shutdown. Change the oil filter if the ΔP exceeds 138 kPa. Report oil filter ΔP on the appropriate form.
9.13 Carbon Dioxide—Measure and record intake and exhaust CO levels every 4 h.
10. Inspection of Engine, Fuel, and Oil
10.1 Pre-Test Measurements:
10.1.1 Pistons—No piston measurements are required.
10.1.2 Cylinder Sleeves Inside Diameter Surface Finish—Measurement is to be an average of four readings, taken at 90° intervals
over an axial trace length of 12.7 mm, beginning from the top of the sleeve at 6.35 mm, and extending from the top of the sleeve
to 19.1 mm. Identify these trace locations as 12 o’clock (12:00), 3 o’clock (3:00), 6 o’clock (6:00), and 9 o’clock (9:00). For
reference, locate 12:00 towards the front of engine. Designate the cylinder number equivalent permanent mark on the water jacket
portion of the sleeve’s outside diameter.
10.1.3 Piston Rings—Clean and measure in accordance with the Mack Test Ring Cleaning and Measuring Procedure, available
from the TMC. Report results on the appropriate form.
10.1.4 Connecting Rod Bearings:
10.1.4.1 Prior to measuring, mark bearings with a single digit on the locating tang to identify cylinder location.
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10.1.4.2 Clean the bearings with solvent (see 7.4.1). Use a soft brush if necessary. Air-dry the bearings. Rinse in pentane. Do not
handle bearings with bare hands. Use gloves or plastic covered tongs.
10.1.4.3 Weigh bearings on a scale capable of a resolution of 1 mg.
10.2 Post Test Engine Measurements:
10.2.1 Pistons—Before removing pistons, carefully remove carbon from top of cylinder sleeve—do not remove any metal.
10.2.2 Cylinder Sleeves—Measure in accordance with Instructions for Measuring Cylinder Sleeves, available from the TMC.
Report the results on the appropriate form.
10.2.3 Piston Rings—Clean and measure in accordance with the Mack Test Ring Cleaning and Measuring Procedure, available
from the TMC. Report results on the appropriate form.
10.2.4 Connecting Rod Bearings:
10.2.4.1 Clean the bearings with solvent (see 7.4.1). Use a soft brush if necessary. Air-dry the bearings. Rinse in pentane. Do not
handle bearings with bare hands. Use gloves or plastic covered tongs.
10.2.4.2 Weigh bearings on a scale capable of a resolution of 1 mg.
10.3 Oil Inspection—Perform all oil analyses listed in 10.3.1 – 10.3.7. Report all results.
10.3.1 Viscosity—Analyze oil samples for viscosity at
100 °C in accordance with Test Method D445 or Test Method D5967, Annex A3. Base viscosity increase on the minimum viscosity.
10.3.2 Soot—Conduct soot analysis in accordance with Test Method D5967, Annex A4. Conduct the 100 h soot measurement
twice and report the average (round the result in accordance with Practice E29). To maintain accuracy and precision conduct all
soot measurements at a TMC-calibrated laboratory.
10.3.3 Metals—Determine wear metals content (iron, lead, copper, chromium, aluminum, nickel), additive metals content, silicon
and sodium levels in accordance with Test Method D5185 every 25 h from 0 h to EOT. Conduct EOT lead content measurements
at least twice and report the average value. Conduct oil analysis as soon as possible after sampling.
10.3.4 Base Number—Determine base number every 25 h, including EOT, in accordance with Test
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