ASTM D6984-18e1

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

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate automotive engine oils for protection against oil thickening and engine wear during moderately high-speed, high-temperature service.  
5.2 The increase in oil viscosity obtained in this test method indicates the tendency of an oil to thicken because of oxidation. In automotive service, such thickening can cause oil pump starvation and resultant catastrophic engine failures.  
5.3 The deposit ratings for an oil indicate the tendency for the formation of deposits throughout the engine, including those that can cause sticking of the piston rings in their grooves. This can be involved in the loss of compression pressures in the engine.  
5.4 The camshaft and lifter wear values obtained in this test method provide a measure of the anti-wear quality of an oil under conditions of high unit pressure mechanical contact.  
5.5 The test method was developed to correlate with oils of known good and poor protection against oil thickening and engine wear. Specially formulated oils that produce less than desirable results with unleaded fuels were also used during the development of this test method.  
5.6 The Sequence IIIF engine oil test has replaced the Sequence IIIE test and can be used in specifications and classifications of engine lubricating oils, such as:  
5.6.1 Specification D4485,  
5.6.2 Military Specification MIL-PRF-2104, and  
5.6.3 SAE Classification J183.
SCOPE
1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature performance characteristics, including oil thickening, varnish deposition, oil consumption, as well as engine wear. Such oils include both single viscosity grade and multiviscosity grade oils that are used in both spark-ignition, gasoline-fueled engines, as well as in diesel engines.
Note 1: Companion test methods used to evaluate engine oil performance for specification requirements are discussed in SAE J304.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—The values stated in inches for ring gap measurements are to be regarded as standard, and where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or single source supply equipment specifications.  
1.3 This test method is arranged as follows:    
Subject  
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Laboratory  
6.1  
Drawings  
6.2  
Specified Equipment  
6.3  
Test Engine  
6.4  
Engine Parts  
6.4.1  
Engine Speed and Torque Control  
6.5  
Sequence IIIF Fluid Conditioning Module  
6.6  
Engine Cooling System  
6.6.1  
Flushing Tank  
6.7  
Coolant Mixing Tank  
6.8  
Condenser Cooling Systems  
6.9  
Engine Oil-Cooling System  
6.10  
Fuel System  
6.11  
Induction Air Supply Humidity, Temperature, and Pressure  
6.12  
Temperature Measurement  
6.13  
Thermocouple Location  
6.13.1  
Air-to-Fuel Ratio Determination  
6.14  
Injector Flow Testing  
6.14.1  
Exhaust and Exhaust Back Pressure Systems  
6.15  
Blowby Flow Rate Measurement  
6.16  
Pressure Measurement and Pressure Sensor Location  
6.17  
Reagents and Materials  
7  
Test Fuel  
7.1  
Engine and Condenser Coolant  
7.2  
Coolant Additive  
7.3  
Coolant Preparation  
7.4  
Pre-Test Cleaning Materials  
7.5  
Sealing and Anti-seize Compounds  
7.6  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Condenser Cleaning  
9.1  
Intake Manifold Cleaning  
9.3  
Cleaning of Engine Parts (other than the block and heads)  
9.4  
Engine Block Cleaning  
9.5  
Cylinder Head Cleaning  
9.6  
Engine Build-up Procedure  
9.7  
Ge...

General Information

• Status: Published
• Publication Date: 31-Mar-2018
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0.01 - Passenger Car Engine Oils

Relations

• 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 D2700-24 - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Mar-2024
• Refers: ASTM D2699-24 - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Mar-2024
• Refers: ASTM D3231-24 - Standard Test Method for Phosphorus in Gasoline
• Effective Date: 01-Mar-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D7422-23 - Standard Test Method for Evaluation of Diesel Engine Oils in T-12 Exhaust Gas Recirculation Diesel Engine
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D2700-23b - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Nov-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D2699-23b - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Nov-2023
• Refers: ASTM D2699-23a - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Oct-2023
• Refers: ASTM D2700-23a - Standard Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Oct-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D5293-20 - Standard Test Method for Apparent Viscosity of Engine Oils and Base Stocks Between –10 °C and –35 °C Using Cold-Cranking Simulator
• Effective Date: 01-Jun-2020

Overview

ASTM D6984-18e1 is the established Standard Test Method for Evaluation of Automotive Engine Oils in the Sequence IIIF, Spark-Ignition Engine, published by ASTM International. This internationally recognized method provides a critical procedure for assessing the performance of automotive engine oils, with a special focus on high-temperature and moderate-to-high-speed operation in spark-ignition engines. Its intent is to examine important oil properties such as oil thickening, varnish formation, oil consumption, and engine wear. The Sequence IIIF test has replaced the previous Sequence IIIE evaluation and now serves as a foundational reference in various engine oil specifications and classifications.

Key Topics

• Oil Thickening and Oxidation: The Sequence IIIF test measures the increase in oil viscosity due to oxidation under high temperature, a critical factor affecting pumpability and protection against engine failure.
• Engine Wear Protection: The method establishes quantitative indicators for camshaft and lifter wear, monitoring anti-wear performance under severe mechanical contact conditions.
• Varnish and Deposit Formation: Deposit ratings provide insights into an oil's potential for engine deposit formation, which is closely correlated to piston ring sticking and potential loss of engine compression.
• Test Scope: The procedure spans both single and multigrade oils in gasoline and some diesel engines, utilizing SI units and providing rigorous controls for laboratory and test engine conditions.
• Correlation with Oil Quality: The IIIF test method was developed to distinguish oils with known good or poor high-temperature, high-stress protection, and it also includes testing of specially formulated products.
• Data Acquisition and Control: The test requires precise instrumentation for monitoring temperature, pressure, fluid flows, and other critical parameters, ensuring repeatability and accuracy.

Applications

The ASTM D6984-18e1 Sequence IIIF test delivers practical value in several domains:

• Engine Oil Development and Approval: Lubricant manufacturers use this standard to develop new engine oils and validate their suitability for modern high-performance and high-temperature engines.
• Specification Compliance: The test is referenced in crucial oil specifications such as ASTM D4485, Military Specification MIL-PRF-2104, and SAE Classification J183. Oils that pass this standard can demonstrate compliance with industry and OEM requirements.
• Quality Control and Benchmarking: Laboratories and oil producers utilize the Sequence IIIF test for quality control, benchmarking new formulations against reference oils with proven histories.
• Industry and Regulatory Standards: The results enable automotive manufacturers and regulatory agencies to set minimum performance standards for engine oils, contributing to engine protection, longevity, and warranty compliance.
• Research and Development: The method is valuable for R&D in formulating oils that resist breakdown under severe service conditions, directly impacting engine reliability and operational costs.

Related Standards

Several other standards and specifications complement or reference ASTM D6984-18e1, including:

• ASTM D4485: Specification for Performance of Active API Service Category Engine Oils.
• SAE J183: Engine Oil Performance and Engine Service Classification.
• MIL-PRF-2104: Military Specification for Lubricating Oil, Internal Combustion Engine.
• SAE J304: Companion test methods for engine oil performance.
• ASTM D7320 / D7422: Related test methods for evaluating engine oils in other engine types and conditions.
• ASTM D4175: Terminology relating to petroleum products and lubricants.

By adhering to ASTM D6984-18e1, oil manufacturers, laboratories, and OEMs ensure that automotive engine oils meet the stringent demands of modern engines, promoting superior performance, engine durability, and consumer confidence. This standard remains a cornerstone in the continuous improvement of lubrication technology for spark-ignition engines.

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.
´1
Designation: D6984 − 18
Standard Test Method for
Evaluation of Automotive Engine Oils in the Sequence IIIF,
Spark-Ignition Engine
This standard is issued under the fixed designation D6984; 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.
ε NOTE—Editorially updated TMC governance information in June 2022.
INTRODUCTION
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 – Annex A4).
TheTMC provides reference oils, and engineering and statistical services to laboratories that desire
to produce test results that are statistically similar to those produced by laboratories previously
calibrated by the TMC.
In general, the Test Purchaser decides if a calibrated test stand is to be used. Organizations such as
theAmerican Chemistry Council require that a laboratory utilize theTMC services as part of their test
registration process. In addition, the American Petroleum Institute and the Gear Lubricant Review
Committee of the Lubricant Review Institute (SAE International) require that a laboratory use the
TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
1. Scope* 1.2.1 Exceptions—The values stated in inches for ring gap
measurements are to be regarded as standard, and where there
1.1 This test method covers an engine test procedure for
is no direct SI equivalent such as screw threads, National Pipe
evaluating automotive engine oils for certain high-temperature
Threads/diameters, tubing size, or single source supply equip-
performance characteristics, including oil thickening, varnish
ment specifications.
deposition, oil consumption, as well as engine wear. Such oils
include both single viscosity grade and multiviscosity grade
1.3 This test method is arranged as follows:
oils that are used in both spark-ignition, gasoline-fueled
Subject Section
engines, as well as in diesel engines. Scope 1
Referenced Documents 2
NOTE 1—Companion test methods used to evaluate engine oil perfor-
Terminology 3
mance for specification requirements are discussed in SAE J304.
Summary of Test Method 4
Significance and Use 5
1.2 The values stated in SI units are to be regarded as
Apparatus 6
standard. No other units of measurement are included in this
Laboratory 6.1
standard.
Drawings 6.2
Specified Equipment 6.3
Test Engine 6.4
This test method is under the jurisdiction of ASTM Committee D02 on
Engine Parts 6.4.1
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Engine Speed and Torque Control 6.5
Subcommittee D02.B0.01 on Passenger Car Engine Oils.
Sequence IIIF Fluid Conditioning Module 6.6
Current edition approved April 1, 2018. Published April 2018. Originally Engine Cooling System 6.6.1
approved in 2003. Last previous edition approved in 2017 as D6984 – 17a. DOI: Flushing Tank 6.7
Coolant Mixing Tank 6.8
10.1520/D6984-18E01.
Condenser Cooling Systems 6.9
Until the next revision of this test method, the ASTM Test Monitoring Center
Engine Oil-Cooling System 6.10
will update changes in the test method by means of information letters. Information
Fuel System 6.11
letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
Induction Air Supply Humidity, Temperature, and Pressure 6.12
Drive, Freeport, PA 16229. Attention: Director. www.astmtmc.org. This edition
Temperature Measurement 6.13
incorporates revisions contained in all information letters through 17-3.
*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
´1
D6984 − 18
Subject Section Subject Section
Thermocouple Location 6.13.1 Evaluation of Reference Oil Test Results 10.4
Air-to-Fuel Ratio Determination 6.14 Status of Non-Reference Oil Tests Relative to Reference 10.5
Injector Flow Testing 6.14.1 Oil Test
Exhaust and Exhaust Back Pressure Systems 6.15 Status of Test Stands Used for Non-Standard Tests 10.6
Blowby Flow Rate Measurement 6.16 Data Acquisition and Control 10.7
Pressure Measurement and Pressure Sensor Location 6.17 Sample Rate 10.7.1
Reagents and Materials 7 Measurement Accuracy 10.7.2
Test Fuel 7.1 Temperature 10.7.3
Engine and Condenser Coolant 7.2 Pressure 10.7.4
Coolant Additive 7.3 Flow 10.7.5
Speed 10.7.6
Coolant Preparation 7.4
Pre-Test Cleaning Materials 7.5 Mass 10.7.7
Sealing and Anti-seize Compounds 7.6 Measurement Resolution 10.7.8
Test Oil Sample Requirements 8 System Time Response 10.7.9
Preparation of Apparatus 9 Quality Index 10.7.10
Condenser Cleaning 9.1 Engine Operating Procedure 11
Intake Manifold Cleaning 9.3 Dipstick and Hole Plug 11.1
Cleaning of Engine Parts (other than the block and heads)9.4 Dipstick Hole O-ring 11.2
Engine Block Cleaning 9.5 Engine Start-up and Shutdown Procedures 11.3
Start-up 11.4
Cylinder Head Cleaning 9.6
Engine Build-up Procedure 9.7 Scheduled Shutdown 11.5
General Information 9.7.1 Non-Scheduled Shutdowns 11.6
Special Parts 9.7.2 Oil Sampling 11.7
Hardware Information 9.7.3 Oil Leveling 11.8
Fastener Torque Specifications and Torquing 9.7.4 Air-to-Fuel-Ratio Measurement and Control 11.9
Procedures Air-to-Fuel Ratio Verification 11.10
Parts Replacement 9.8 Blowby Flow Rate Measurement 11.11
Engine Block Preparation 9.9 NO Determinations 11.12
x
Piston Fitting and Numbering 9.10 Data Recording 11.13
Piston Ring Fitting 9.10.1 Initial Run (10 min) 11.14
Pre-Test Camshaft and Lifter Measurements 9.11 Engine Oil Quality Testing (80 h) 11.15
Camshaft Bearing Installation 9.12 Test Termination 11.16
Camshaft Installation 9.13 Determination of Test Results 12
Main Bearings 9.14 Engine Disassembly 12.2
Crankshaft Installation 9.14.1 Preparation of Parts for Rating of Sticking, Deposits, 12.3
Main Bearing Cap Installation 9.14.2 and Plugging
Crankshaft Sprocket 9.15 Piston Deposit Ratings 12.4
Post-Test Camshaft and Lifter Wear Measurements 12.5
Camshaft Sprocket and Timing Chain 9.16
Crankshaft End Play 9.17 End-of Test Used Oil Sample Testing 12.6
Piston Pin Installation 9.18 Viscosity Test 12.7
Piston Installation 9.18.1 Testing Oil Samples for Wear Metals 12.8
Harmonic Balancer 9.19 Blowby Flow Rate Measurements 12.9
Connecting Rod Bearings 9.20 Oil Consumption Computation 12.10
Engine Front Cover 9.21 Photographs of Test Parts 12.11
Coolant Inlet Adapter 9.22 Retention of Representative Test Parts 12.12
Oil Dipstick Hole 9.23 Severity Adjustments 12.13
Oil Pan 9.24 Determination of Operational Validity 12.14
Cylinder Head Assembly 9.25 Report 13
Adjustment of Valve Spring Forces 9.26 Report Forms 13.1
Cylinder Head Installation 9.27 Precision of Reported Units 13.4
Hydraulic Valve Lifters 9.28 Deviations from Test Operational Limits 13.3
Pushrods 9.29 Precision and Bias 14
Valve Train Loading 9.30 Keywords 15
Annexes
Intake Manifold 9.31
Rocker Covers 9.32 ASTM Test Monitoring Center – Organization Annex A1
Water Inlet Adapter 9.33 ASTM Test Monitoring Center – Calibration Procedures Annex A2
Condenser 9.34 ASTM Test Monitoring Center – Maintenance Activities Annex A3
Coolant Outlet Adapter 9.35 ASTM Test Monitoring Center – Related Information Annex A4
External Oil Cooling System 9.36 Sequence IIIF Test Parts Replacement Guidelines Annex A5
Oil Sample Valve 9.37 Sequence IIIF Determination Volume of Engine Oil in Pan Annex A6
Ignition System 9.38 Sequence IIIF Test Fuel Analysis Annex A7
Throttle Body 9.39 Sequence IIIF Test Report Forms and Data Dictionary Annex A8
Sequence IIIF Test Air-to-Fuel Ratio Control Flow Chart Annex A9
Accessory Drive Units 9.40
Exhaust Manifolds, Water-Cooled 9.41 Sequence IIIF Test Set Points and Control States Annex A10
Engine Flywheel 9.42 Sequence IIIF Quality Index Upper and Lower Values Annex A11
Pressure Checking of Engine Coolant System 9.43 Sequence IIIF Engine Oil Level Worksheet Annex A12
Lifting of Assembled Engines 9.44 Engine Build Worksheets Annex A13
Mounting the Engine on the Test Stand 9.45 Blowby Flow Rate Determination Annex A14
External Cooling System Cleaning 9.46 Safety Precautions Annex A15
Sequence IIIF Blueprint Listing Annex A16
Engine Coolant Jacket Cleaning (Flushing) 9.47
Coolant Charging 9.48 Fluid Conditioning Module Components Annex A17
Test Oil Charging 9.49 Engine Oil Cooling System Configuration Annex A18
Engine Oil Pump Priming 9.50 Guidelines For Hardware Subject To First-In/First-Out Annex A19
Calibration 10 Criteria
Laboratory and Engine Test Stand Calibration 10.1 Appendixes
Testing of Reference Oils 10.2 Sequence IIIFHD Test Procedure Appendix X1
Reference Oil Test Frequency 10.3 Sequence IIIFVIS Test Procedure Appendix X2
´1
D6984 − 18
1.4 This standard does not purport to address all of the hols in Gasoline by Gas Chromatography
safety concerns, if any, associated with its use. It is the D5185 Test Method for Multielement Determination of
responsibility of the user of this standard to establish appro- Used and Unused Lubricating Oils and Base Oils by
priate safety, health, and environmental practices and deter- Inductively Coupled Plasma Atomic Emission Spectrom-
mine the applicability of regulatory limitations prior to use. etry (ICP-AES)
1.5 This international standard was developed in accor- D5191 Test Method for Vapor Pressure of Petroleum Prod-
dance with internationally recognized principles on standard- ucts and Liquid Fuels (Mini Method)
ization established in the Decision on Principles for the D5293 Test Method for Apparent Viscosity of Engine Oils
Development of International Standards, Guides and Recom- and Base Stocks Between –10 °C and –35 °C Using
mendations issued by the World Trade Organization Technical Cold-Cranking Simulator
Barriers to Trade (TBT) Committee. D5452 Test Method for Particulate Contamination in Avia-
tion Fuels by Laboratory Filtration
2. Referenced Documents
D5453 Test Method for Determination of Total Sulfur in
2.1 ASTM Standards: Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
D86 Test Method for Distillation of Petroleum Products and
D5862 Test Method for Evaluation of Engine Oils in Two-
Liquid Fuels at Atmospheric Pressure
Stroke Cycle Turbo-Supercharged 6V92TADiesel Engine
D130 Test Method for Corrosiveness to Copper from Petro-
(Withdrawn 2009)
leum Products by Copper Strip Test
D6557 Test Method for Evaluation of Rust Preventive Char-
D235 Specification for Mineral Spirits (Petroleum Spirits)
acteristics of Automotive Engine Oils
(Hydrocarbon Dry Cleaning Solvent)
D6593 Test Method for Evaluation of Automotive Engine
D240 Test Method for Heat of Combustion of Liquid Hy-
Oils for Inhibition of Deposit Formation in a Spark-
drocarbon Fuels by Bomb Calorimeter
Ignition Internal Combustion Engine Fueled with Gaso-
D323 TestMethodforVaporPressureofPetroleumProducts
line and Operated Under Low-Temperature, Light-Duty
(Reid Method)
Conditions
D381 Test Method for Gum Content in Fuels by Jet Evapo-
D6750 Test Methods for Evaluation of Engine Oils in a
ration
D445 Test Method for Kinematic Viscosity of Transparent High-Speed, Single-Cylinder Diesel Engine—1K Proce-
dure (0.4 % Fuel Sulfur) and 1N Procedure (0.04 % Fuel
and Opaque Liquids (and Calculation of Dynamic Viscos-
ity) Sulfur)
D7320 Test Method for Evaluation of Automotive Engine
D525 Test Method for Oxidation Stability of Gasoline (In-
duction Period Method) Oils in the Sequence IIIG, Spark-Ignition Engine
D7422 Test Method for Evaluation of Diesel Engine Oils in
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
leum Products by Fluorescent Indicator Adsorption T-12 Exhaust Gas Recirculation Diesel Engine
E29 Practice for Using Significant Digits in Test Data to
D2699 Test Method for Research Octane Number of Spark-
Determine Conformance with Specifications
Ignition Engine Fuel
E191 Specification forApparatus For Microdetermination of
D2700 Test Method for Motor Octane Number of Spark-
Carbon and Hydrogen in Organic and Organo-Metallic
Ignition Engine Fuel
Compounds
D3231 Test Method for Phosphorus in Gasoline
E608/E608M Specification for Mineral-Insulated, Metal-
D3237 TestMethodforLeadinGasolinebyAtomicAbsorp-
Sheathed Base Metal Thermocouples
tion Spectroscopy
E1119 Specification for Industrial Grade Ethylene Glycol
D3338 Test Method for Estimation of Net Heat of Combus-
G40 Terminology Relating to Wear and Erosion
tion of Aviation Fuels
IEEE/ASTM SI-10 Standard for Use of the International
D3343 Test Method for Estimation of Hydrogen Content of
System of Units (SI): The Modern Metric System
Aviation Fuels
2.2 Military Specification:
D4052 Test Method for Density, Relative Density, and API
Gravity of Liquids by Digital Density Meter MIL-PRF-2104 Lubricating Oil, Internal Combustion
Engine, Tactical Service
D4175 Terminology Relating to Petroleum Products, Liquid
Fuels, and Lubricants 2.3 SAE Standards:
J183 Engine Oil Performance and Engine Service Classifi-
D4485 Specification for Performance of Active API Service
Category Engine Oils cation (Other Than “Energy-Conserving”)
J300 Engine Oil Viscosity Classification *HS-23/00*
D4684 Test Method for Determination of Yield Stress and
Apparent Viscosity of Engine Oils at Low Temperature
D4815 Test Method for Determination of MTBE, ETBE,
The last approved version of this historical standard is referenced on
TAME, DIPE, tertiary-Amyl Alcohol and C to C Alco-
www.astm.org.
1 4
Available from Standardization Documents Order Desk, DODSSP, Bldg. 4,
Section D, 700 Robbins Ave., Philadelphia, PA 19111-5098.
3 6
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Available from SAE International (SAE), 400 Commonwealth Dr.,Warrendale,
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM PA 15096, http://www.sae.org. These standards are not available separately. Order
Standards volume information, refer to the standard’s Document Summary page on either SAE Handbook Vol. 3, or SAE Fuels and Lubricants Standards Manual
the ASTM website. HS-23.
´1
D6984 − 18
J304 Engine Oil Tests weight when the piston, with the ring in a horizontal plane, is
turned 90° (putting the ring in a vertical plane). D5862
2.4 Other ASTM Document:
3.1.11.1 Discussion—In the determination of this condition,
ASTM Deposit Rating Manual 20 (Formerly CRC Manual
the ring may be touched slightly to overcome static friction.
20)
3.1.12 hot-stuck piston ring, n—in internal combustion
3. Terminology
engines, a piston ring that is stuck when the piston and ring are
at room temperature, and inspection shows that it was stuck
3.1 Definitions:
during engine operation.
3.1.1 blowby, n—in internal combustion engines, that por-
tion of the combustion products and unburned air/fuel mixture 3.1.12.1 Discussion—The portion of the ring that is stuck
cannot be moved with moderate finger pressure. A hot-stuck
that leaks past piston rings into the engine crankcase during
operation. piston ring is characterized by varnish or carbon across some
portion of its face, indicating that portion of the ring was not
3.1.2 BTDC (before top dead center), n—used with the
contacting the cylinder wall during engine operation. D4175
degreesymboltoindicatetheangularpositionofthecrankshaft
3.1.13 lubricant test monitoring system (LTMS), n—an ana-
relative to its position at the point of uppermost travel of the
piston in the cylinder. lytical system in whichASTM calibration test data are used to
manage lubricant test precision and severity (bias). D4175
3.1.3 calibrate, v—todeterminetheindicationoroutputofa
device (for example, thermometer, manometer, engine) with 3.1.14 LTMS date, n—the date the test was completed
respect to that of a standard. unless a different date is assigned by the TMC. D4175
3.1.4 clogging, n—the restriction of a flow path due to the
3.1.15 LTMS time, n—the time the test was completed
accumulation of material along the flow path boundaries. unless a different time is assigned by the TMC. D4175
D4175
3.1.16 lubricant, n—any material interposed between two
3.1.5 cold-stuck piston ring, n—in internal combustion
surfaces that reduces the friction or wear, or both, between
engines, a piston ring that is stuck when the piston and ring are
them. D5862
at room temperature, but inspection shows that it was free
3.1.17 lubricating oil, n—a liquid lubricant, usually com-
during engine operation.
prising several ingredients, including a major portion of base
3.1.5.1 Discussion—A cold-stuck piston ring cannot be
oil and minor portions of various additives. D4175
moved with moderate finger pressure. It is characterized by a
3.1.18 material safety data sheet, (MSDS), n—a fact sheet
polished face over its entire circumference, indicating essen-
summarizinginformationaboutmaterialidentification;hazard-
tially no blowby passed over the ring face during engine
ous ingredients; health, physical, and fire hazards; first aid;
operation. D4175
chemical reactivities and incompatibilities; spill, leak, and
3.1.6 correction factor, n—a mathematical adjustment to a
disposal procedures; and protective measures required for safe
test result to compensate for industry-wide shifts in severity.
handling and storage. http://www.msdssearch.com
D4175
3.1.19 non-compounded engine oil, n—a lubricating oil
3.1.7 corrosion, n—the chemical or electrochemical reac-
having a viscosity within the range of viscosities of oils
tion between a material, usually a metal surface, and its
normally used in engines, and that may contain anti-foam
environment that can produce a deterioration of the material
agents or pour depressants, or both, but not other additives.
and its properties. D6557
3.1.19.1 Discussion—In this test method non-compounded
3.1.8 debris, n—in internal combustion engines, solid con-
oil is also known as build-up oil. D4175
taminant materials unintentionally introduced into the engine
3.1.20 non-reference oil, n—any oil, other than a reference
or resulting from wear. D5862
oil; such as a research formulation, commercial oil, or candi-
3.1.9 engine oil, n—a liquid that reduces friction or wear, or
date oil. D4175
both, between the moving parts within an engine; removes
3.1.21 oxidation, n—of engine oil, the reaction of the oil
heat, particularly from the underside of pistons; and serves as
with an electron acceptor, generally oxygen, that can produce
a combustion gas sealant for piston rings.
deleterious acidic or resinous materials often manifested as
3.1.9.1 Discussion—It may contain additives to enhance
sludge formation, varnish formation, viscosity increase, or
certain properties. Inhibition of engine rusting, deposit
corrosion, or a combination thereof.
formation, valve train wear, oil oxidation, and foaming are
3.1.22 quality index (QI), n—a mathematical formula that
examples. D6750
uses data from controlled parameters to calculate a value
3.1.10 EWMA, n—abbreviation for exponentially weighted
indicative of control performance. D4175
moving average. D4175
3.1.23 reference oil, n—an oil of known performance
3.1.11 free piston ring, n—in internal combustion engines,a
characteristics, used as a basis for comparison.
piston ring that will fall in its groove under the force of its own
3.1.23.1 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
For Stock #TMCMNL20, visit the ASTM website, www.astm.org, or contact
ASTM Customer Service at [e-mail]. oils. D4175
´1
D6984 − 18
3.1.24 rust (coatings), n—of iron or its alloys, a corrosion associated with the test method to help ensure that the
product consisting of hydrated iron oxides, usually reddish in equipment and materials used in the method function satisfac-
color but can also be brown-to-black. torily.
3.1.25 SA, n—abbreviation for severity adjustment. 3.2.4 critical parts (CP), n—those components used in the
test which are known to affect test severity.
3.1.26 scoring, n—in tribology, a severe form of wear
3.2.4.1 Discussion—Criticalpartsshallbeobtainedfromthe
characterized by the formation of extensive grooves and
Central Parts Distributor or Special Parts Supplier, who will
scratches in the direction of sliding. G40
identify them with either a serial number or a batch/lot control
3.1.27 scuffıng, n—in lubrication, damage caused by instan-
number.
taneous localized welding between surfaces in relative motion
3.2.5 EOT time (end of test time), n—twenty minutes after
that does not result in immobilization of the parts. D6593
the engine reaches 80 test h of operation, which allows 90 s for
3.1.28 test oil, n—any oil subjected to evaluation in an
ramp-down, a 15-min wait for oil to drain into the sump, and
established procedure. D6557
allows the operator 3.5 min to measure oil level.
3.1.28.1 Discussion—It can be any oil selected by the
3.2.6 non-production parts (NP), n—components used in
laboratory conducting the test. It could be an experimental
the test, which are available only through the Central Parts
product or a commercially available oil. Often, it is an oil that
Distributor, Special Parts Supplier, or the Test Procedure
is a candidate for approval against engine oil specifications
Developer.
(such as manufacturers’ or military specifications, and so
forth).
3.2.7 participating laboratory, n—a laboratory equipped to
conduct Sequence IIIF tests, which conducts reference oil tests
3.1.29 test procedure, n—one where test parameters,
in cooperation with the TMC, in order to have calibrated test
apparatus, apparatus preparation, and measurements are prin-
stands available for non-reference oil testing.
cipal items specified.
3.2.8 pinched piston ring, n—an installed piston ring which
3.1.30 used oil, n—any oil that has been in a piece of
will not move in its groove under moderate finger pressure, but
equipment (for example, an engine, gearbox, transformer, or
which has a polished face over its entire circumference
turbine), whether operated or not. D4175
indicating that it was free during engine operation. The ring
3.1.31 varnish, n—in internal combustion engines, a hard,
may be restricted over varying degrees of its circumference.
dry,generallylustrousdepositthatcanberemovedbysolvents,
3.2.9 reference oil test, n—a standard Sequence IIIF engine
but not by wiping with a cloth. D4175
oil test of a reference oil designated by the TMC.
3.1.32 wear, n—the loss of material from a surface, gener-
3.2.10 service parts operations parts (SPO), n—these test
ally occurring between two surfaces in relative motion, and
components are obtained from Service Parts Operations, a
resulting from mechanical or chemical action or a combination
division of General Motors Corp.
of both. D7422
3.2.11 sluggish piston ring, n—an installed piston ring
3.2 Definitions of Terms Specific to This Standard:
which offers resistance to movement in its groove, but can be
3.2.1 build-up oil, n—EF-411, non-compounded, ISO VG
pressed into or out of the groove under moderate finger
32 (SAE 10) oil used in lubricating some of the Sequence IIIF
pressure; when so moved, it does not spring back (one that is
parts during engine assembly.
neither free nor stuck).
3.2.2 calibrated test stand, n—a test stand on which Se-
3.2.12 special parts supplier (SPS), n—the manufacturer
quence IIIF engine oil tests are conducted within the lubricant
and supplier of many of the parts and fixtures used in this test
test monitoring system as administered by the TMC. (See
method.
10.1).
3.2.13 special test parts (stp), n—parts that do not meet all
3.2.3 central parts distributor (CPD), n—the manufacturer
the definitions of critical parts, non-production parts, or SPO
and supplier of many of the parts and fixtures used in this test
parts, but shall be obtained from the Special Parts Supplier.
method.
3.2.14 standard test, (valid test), n—an operationally valid,
3.2.3.1 Discussion—Because of the need for rigorous in-
full-length Sequence IIIF test conducted on a calibrated test
spection and control of many of the parts used in this test
stand in accordance with the conditions listed in this test
method, and because of the need for careful manufacture of
method.
special parts and fixtures used, companies having the capabili-
ties to provide the needed services have been selected as the
3.2.15 stuck piston ring, n—one that is either partially or
official suppliers for the Sequence IIIF test method. These
completely bound in its groove and cannot be readily moved
companies work closely with the original parts suppliers, with
with moderate finger pressure.
the Test Procedure Developer, and with the ASTM groups
3.2.16 test full mark, n—the oil level established after the
10-min initial run-in.
3.2.17 test procedure developer, n—the group or agency
General Motors Corp., Research and Developmental Ctr., Mail Code 480-106-
which developed the Sequence IIIF test procedure before its
160, Sequence IIIF Test Coordinator, 30500 Mound Rd., Box 9055, Warren, MI
48090–9055. standardization byASTM, and which continues to be involved
´1
D6984 − 18
with the test in respect to modifications in the test method, In automotive service, such thickening can cause oil pump
developmentofInformationLetters,supplyoftestparts,andso starvation and resultant catastrophic engine failures.
forth.
5.3 The deposit ratings for an oil indicate the tendency for
3.2.17.1 Discussion—In the case of the Sequence IIIF test,
the formation of deposits throughout the engine, including
the Test Procedure Developer is General Motors Research and
those that can cause sticking of the piston rings in their
Development Center.
grooves. This can be involved in the loss of compression
3.2.18 test stand, n—a suitable foundation (such as a bed- pressures in the engine.
plate) to which is mounted a dynamometer, and which is
5.4 The camshaft and lifter wear values obtained in this test
equippedwithasuitabledataacquisitionsystem,fluidsprocess
method provide a measure of the anti-wear quality of an oil
control system, supplies of electricity, compressed air, and so
under conditions of high unit pressure mechanical contact.
forth,toprovideameansformountingandoperatinganengine
5.5 The test method was developed to correlate with oils of
in order to conduct a Sequence IIIF engine oil test.
known good and poor protection against oil thickening and
3.2.19 test start, n—introduction of test oil into the engine
engine wear. Specially formulated oils that produce less than
after the final assembly and mounting in the test stand.
desirable results with unleaded fuels were also used during the
3.2.20 test start time, n—the time that test oil was intro-
development of this test method.
duced into the engine on the test stand.
5.6 The Sequence IIIF engine oil test has replaced the
Sequence IIIE test and can be used in specifications and
4. Summary of Test Method
classifications of engine lubricating oils, such as:
4.1 A3800 Series II V-6 test engine block, with a displace-
5.6.1 Specification D4485,
ment of 3.8 L, is solvent-cleaned, measured, and rebuilt using
5.6.2 Military Specification MIL-PRF-2104, and
new parts installed as specified in this test method.
5.6.3 SAE Classification J183.
4.2 The engine is installed on a test stand equipped with an
6. Apparatus
appropriate data acquisition system, the required fluids process
control system, and all necessary accessories for controlling
6.1 Laboratory—Observe the following laboratory condi-
speed, torque, and various other operating parameters.
tions to ensure good control of test operations and good
repeatability:
4.3 The engine is charged with the test oil.
6.1.1 Maintaintheambientlaboratoryatmosphererelatively
4.4 The engine is operated for an initial run-in period of
free of dirt, dust, and other contaminants.
10 min to check all test stand operating systems and to
6.1.2 Control the temperature of the room in which parts
establish a zero hour oil level reading and initial oil viscosity
measurements are made so that the temperature for after-test
sample.
measurements is within a range of 63 °C relative to the
4.5 Following the initial run-in of 10 min and oil level
temperature for the before-test measurements. If difficulties
determination, the engine is operated under non-cyclic, mod-
with parts fits are encountered, consider the effects of tempera-
eratelyhighspeed,torque,andtemperatureconditionsfor80h,
ture coefficient of expansion. (See 6.2.)
in 10 h segments.
6.1.3 Filter the air in the engine build-up area, and control
its temperature and humidity to prevent accumulation of dirt or
4.6 The initial oil level in the oil pan is determined after the
rust on engine parts.
initial run-in of 10 min, and subsequent oil level calculations
6.1.4 If an engine is assembled in an area of controlled
are determined during the oil leveling period at the end of each
environment and moved to a non-controlled area, provide
10 h segment.
suitable protection of the engine so that moist air cannot enter
4.7 Used oil samples are taken after the initial run-in of
the engine and promote rusting before the test.
10 min and after each 10 h test segment; kinematic viscosity at
6.1.5 Do not permit air from fans or ventilation systems to
40 °Cisdeterminedforeachofthetensamples;thepercentage
blow directly on an engine mounted on a test stand during test
change in viscosity of the nine latter samples is determined
operation.
relative to the viscosity of the first used oil sample (10 min
6.2 Drawings—Obtain the equipment drawings referenced
initial run-in).
in Annex A16 of this test method from the TMC. Because the
4.8 At the conclusion of the test, the engine is disassembled
drawings may not be to scale or may not contain dimensions
and the parts are visually rated to determine the extent of
when using them to fabricate special parts, do not use a
deposits formed. In addition, wear measurements are obtained.
dimensionless drawing as a pattern. Drawings supplied with
dimensions are considered to be correct when the temperature
5. Significance and Use
of the equipment is 22 °C 6 3 °C, unless otherwise specified.
5.1 This test method was developed to evaluate automotive
6.3 Specified Equipment—Use the equipment specified in
engine oils for protection against oil thickening and engine
the procedure whenever possible. Substitution of equivalent
wear during moderately high-speed, high-temperature service.
equipment is allowed, but only after equivalency has been
5.2 The increase in oil viscosity obtained in this test method proven to the satisfaction of the TMC, the Test Procedure
indicatesthetendencyofanoiltothickenbecauseofoxidation. Developer, and the ASTM Sequence IIIF Surveillance Panel.
´1
D6984 − 18
6.3.1 Do not use heat lamps or fans directed at the engine, acquisition and control computer for process control and
and do not use insulation on the engine for oil or coolant maintains the specified engine coolant temperature and flow.
temperature control. The system should be flushed with clean water at least once
each reference period.
NOTE 2—For operator safety and the protection of test components, the
useofshieldingandinsulationontheexhaustsystemmaybeincorporated
6.7 Flushing Tank—Use a flushing tank such as that shown
downstream of the oxygen sensor elbow.
in drawings RX-116924-C, RX-117230-E, and RX-117231-C
6.4 Test Engine—The test engine is based on a 1996-97 L36 to circulate the cleaning agents. Use plumbing materials that
3800 Series II V-6 engine with a displacement of 3.8 L and a are impervious to the acidic cleaning agents (stainless steel is
9.0:1 compression ratio, equipped with a production fuel satisfactory).
injection system, a retrofit flat-tappet valvetrain, and a special
6.8 Coolant Mixing Tank—Use a mixing tank such as that
Powertrain control module (PCM) for test specific dynamom- 2
shown in drawing RX-117350-D to premix the engine cool-
eter operation. Rebuild the engine as specified in this test
ant.
method.
6.9 Condenser Cooling System—Contained in the fluid con-
NOTE 3—Complete test engines are not available for purchase. Test
ditioning module, supplies non-pressurized coolant at a flow
engines can be rebuilt using parts and test kits. See Sequence IIIF Engine
rate of 10 L⁄min 6 2 L/min and temperature controlled at
AssemblyManual; seeAnnexA5andAnnexA16forlistingsofpartsand
40 °C (see Annex A11) at the condenser outlet. The system
related equipment.
incorporates the following features: condenser heat exchanger,
6.4.1 Engine Parts—Use the engine parts specified in the
11,10
BX-212-1 or OHT3F-075-1 condenser adapter fitting,
Sequence IIIF Engine Assembly Manual.
pump, magnetic-type flow meter, flow control and three-way
6.4.1.1 Use all engine parts as received from the supplier,
control valves, external heating and cooling systems, and
Central Parts Distributor, Special Parts Supplier, or original
low-point drains.The system integrates with the test stand data
equipment manufacturer, unless modifications are specified in
acquisition and control computer for process control and
this test method or the Sequence IIIF Engine Assembly
maintains the specified coolant temperature and flow.
Manual.
6.10 Engine Oil-Cooling System—Thesystemconsistsofan
6.4.1.2 Do not divert any parts obtained for use in Sequence
oil filter adapter, engine-mounted oil cooler, gaskets as speci-
IIIF testing to other applications.
fied in the EngineAssembly Manual, Section 8-Sheet 3 and 3a
6.4.1.3 Before disposing of any Sequence IIIF engine parts,
and a shell-and-tube heat exchanger. The engine oil-cooling
destroyorotherwiserenderthemuselessforautomotiveengine
system uses engine coolant pumped from the Fluid Condition-
applications.
ing Module through a three-way control valve to the oil cooler
6.4.1.4 Use the components listed in Annex A19 on a
circuit which contains a heat exchanger prior to the engine-
first-in/first-out basis. Specific guidelines are also listed in
mountedoilcooler.Tomaintainthespecifiedoiltemperatureof
Annex A19.
155 °C at the oil filter adapter, the three-way control valve
6.5 Engine Speed and Torque Control—Use dynamometer
varies the coolant flow as necessary through the oil cooler
speed and torque control systems that are capable of control-
circuit. The heat exchanger in the oil cooler coolant circuit is a
ling the speed and torque as specified in Section 11 of this
tube-and-shell style and uses process water as the cooling
procedure.
media (see Fig. A18.1). When testing high oxidation-sensitive
6.6 Sequence IIIF Fluid Conditioning Module—Use the
oils,theoilcoolingsystemmaygointoabypassmode,causing
Kundinger Fluid Conditioning Module to control the follow-
the engine-mounted oil cooler to be by-passed. In this
ing parameters: engine coolant, condenser coolant, oil cooler
condition, the TMC may allow engineering judgment for the
coolant,exhaustmanifoldcoolant,andthetestfuelsupply.The
oil temperature Quality Index on reference oil tests.
system incorporates the following features: pumps, flow
6.10.1 Replace the oil cooler after every test.
meters, flow control and three-way control valves, external
6.10.2 Do not use cuprous lines or fittings in the oil system.
heating and cooling systems, pressure regulator, and low-point
6.10.3 Do not use magnetic plugs in the oil system.
drains. The system integrates with the test stand data acquisi-
6.10.4 Use suitable hose and fittings when plumbing the
tion and control computer for process control. If a laboratory
oil-cooling system.
wishes to build its own Fluid Conditioning Module, a list of
6.10.5 The oil cooler, oil filter, or both can be replaced once
suitable equipment can be found in Annex A17.
each test if the oil filter pressure differential during test
6.6.1 Engine Cooling System—The fluid conditioning mod-
operations is greater than 100 kPa, if bypass operation is
ule system supplies non-pressurized coolant at a flow rate of
detected or if the oil pressure delta slowly climbs as test hours
160 L/min and controls temperature at 122 °C at the engine
are accumulated and decreases by more than 10 kPa in less
coolant outlet. The system incorporates the following features:
than 1 min.
pump, vortex-type flow meter, flow control and three-way
control valves, external heating and cooling systems, and
Thesolesourceofsupplyoftheapparatusknowntothecommitteeatthistime
low-point drains.The system integrates with the test stand data
is OH Technologies Inc. P.O. Box 5039, Mentor, OH 44061-5039.
If you are aware of alternative suppliers, please provide this information to
ASTM International Headquarters. Your comments will receive careful consider-
9 1
A suitable Fluid Conditioning Module is available from Kundinger Fluid ation at a meeting of the responsible technical committee, which you may attend.
Controls, 171 Harmon Rd., Auburn Hills, MI 48326.
´1
D6984 − 18
6.10.5.1 Replacement of the oil cooler, oil filter, or both 6.14 Air-to-Fuel Ratio Determination—Determine the en-
may be performed only once per test (that is, if a filter is gine air-to-fuel ratio (AFR) by measuring the CO, CO , and O
2 2
replaced at 30 h, the cooler cannot be replaced at 50 h). components of the exhaust gas sample with electronic exhaust
gas analysis equipment. When using electronic exhaust gas
6.10.5.2 If the oil filter is replaced during the test, drain any
analyzers, exercise particular care to dry the exhaust gas
oil contained in the old oil filter into the new oil filter before
sample prior to introducing it into the analyzer. Take the
installing it on the test engine.
exhaust gas samples from the exhaust manifold exit flanges.
6.10.5.3 No new test oil may be added to the engine as a
(See Annex A9 and Sequence IIIF Engine Assembly Manual,
result of oil filter or oil cooler replacement. Consider as oil
Section 8-Sheet 1.)
consumption any oil lost as a result of oil filter or oil cooler
6.14.1 Injector Flow Testing—Flow test the fuel injectors
replacement.
before each test according to the following procedure:
6.10.5.4 If the oil cooler, oil filter, or both are replaced
6.14.1.1 Use aliphatic naphtha as the calibration fluid.
during a test, place a note in the test report detailing what
6.14.1.2 Apply 276 kPa to the fuel rail.
components were replaced and when they were replaced.
6.14.1.3 Continuously apply 13 V to the injector solenoid.
6.11 Fuel System—Contained in the Fluid Conditioning
6.14.1.4 Allow the injector to spray into a graduated cylin-
Module is a pressurized, recirculating fuel system, including a
der capable of holding at least 250 mL.
pressure regulator to provide 377.5 kPa 6 12.5 kPa fuel
6.14.1.5 Volume-check all injectors for 60 s and note the
pressure.Thesystemshouldbeswitchedoffsonofuelpressure
volume produced by each injector.
is present at the injector rail during engine shutdowns.
6.14.1.6 Observe the spray pattern that each injector pro-
duces; if an injector’s spray pattern is a straight stream or
6.12 Induction Air Supply Humidity, Temperature, and
Pressure—Maintain the throttle body intake air at a moisture dribbles, the injector can be cleaned and reused after satisfac-
torily undergoing the following steps:
content of 11.4 g⁄kg 6 0.7 g⁄kg of dry air, a dry bulb
temperatureof27 °C 62 °C,andastaticpressureof0.050kPa (1) First, immerse the fuel injector in degreasing solvent
briefly; remove it and place it in an ultrasonic-type cleaner for
(see Annex A10). Measure temperature and pressure at the
12,10
inlet air adapter. 20 min.(UltrasonicCleanerLabSafetyModel32V118 has
been found suitable.)
6.13 Temperature Measurement—Use 1.6 mm or 3.2 mm
(2) Repeat6.14.1.1–6.14.1.5above.Ifacleanedinjector’s
metal-sheathed, Specification E608/E608M, iron-constantan
spray pattern still is a straight stream or dribbles, discard the
(TypeJ)thermocouplesfortemperaturemeasurements.Usethe
injector.
shortest possible thermocouples to meet the insertion depth
6.14.1.7 The six injectors that are to be installed on an
requirements listed in this test method and minimize exposed
engine fuel rail shall produce volumes that are within 5 mL of
thermocouple sheathing.
each other.
6.13.1 Thermocouple Location—Locate the sensing tip of
6.14.2 Remove the solvent that is remaining in the injector
all thermocouples in the center of the stream of the medium
from the flow check using compressed air.
involved, unless otherwise specified.
6.15 Exhaust and Exhaust Back Pressure Systems:
6.13.1.1 Oil Filter Adapter—Install the thermocouple in the
6.15.1 Exhaust Manifolds and Pipes—Install water-cooled
tapped hole in the oil filter adapter as shown in the Sequence
exhaust manifolds and stainless runners as shown in the
IIIF Engine Assembly Manual, Section 8-Sheet 3.
Sequence IIIF Engine Assembly Manual, Section 8-Sheet 2.
6.13.1.2 Oil Pan (Sump)—Installthethermocoupleintheoil
6.15.2 Water-Jacketed Exhaust Pipes—For safety, water-
sump drain plug OHT3F-063-1 with the tip extending 19 mm
jacketed exhaust pipes or external water spray systems are
to 25 mm beyond the end of the sump drain plug.
allowed only when introduced beyond theYpipe and after the
6.13.1.3 Engine Coolant In—Install the thermocouple in the
system drops below the bedplate or enters the overhead loft.
coolant inlet adapter OHT3F-031-1 with the sensing tip cen-
6.15.3 Exhaust Sample Lines—Install exhaust sample lines
tered in the coolant flow.
in the two exhaust manifold exit flanges. Both left and right
6.13.1.4 Engine Coolant Out—Install the thermocouple for
banks should use the same sample line location (inboard or
the coolant outlet OHT3F-034-1 with the sensing tip centered
outboard), as shown in the Sequence IIIF Engine Assembly
in the coolant flow.
Manual, Section 8-Sheet 1. Use good laboratory practice to
6.13.1.5 Condenser Coolant Out—Locate the thermocouple
ensure that water does not accumulate in the lines during
in the coolant-out fitting in the condenser with the sensing tip
engine operation.
centered in the coolant flow.
6.15.4 Back-Pressure Lines—Install exhaust-backpressure
6.13.1.6 Blowby Gas—Install the thermocouple at the outlet
lines in the two exhaust manifold exit flanges. Both left and
of the condenser with the sensing tip centered in the blowby
right banks should use the same backpressure measurement
gas flow.
location (inboard or outboard), as shown in the Sequence IIIF
6.13.1.7 Fuel—Install the thermocouple in the fuel rail
fittings on the inlet side of the fuel rail.
6.13.1.8 Inlet Air—Install the thermocouple in the inlet air
The sole source of supply of the apparatus (Lab Safety Model 32V118) known
adapter, as shown in the Sequence IIIF Engine Assembly
to the committee at this time is the Grainger Catalog, http://www.grainger.com, or
Manual, Section 8-Sheet 4. any local Grainger outlet.
´1
D6984 − 18
Engine Assembly Manual, Section 8-Sheet 1. Use good labo- 7.1.3 Analyze quarterly the contents of each storage tank
ratory practice to ensure that water does not accumulate in the that contains fuel used for qualified Sequence IIIF tests to
lines during engine operation. ensure the fuel has not deteriorated or been contaminated in
storage.Analyze the fuel for Distillation, Gravity, RVP, Sulfur,
6.16 Blowby Flow Rate Measurement—Use the sharp-edge
andGums.SendtheresultsfromtheseanalysestotheTMCfor
orifice meter, part number RX-116169-A1, revision N, to
inclusion in the Sequence III Test Fuel database.
measure engine blowby flow rates. (See 11.11.)
7.2 Engine and Condenser Coolant—Use ethylene glycol
6.17 Pressure Measurement and Pressure Sensor
meeting Specification E1119 for industrial grad
...