ASTM D6201-19a

Standard Test Method for Dynamometer Evaluation of Unleaded Spark-Ignition Engine Fuel for Intake Valve Deposit Formation

SIGNIFICANCE AND USE
5.1 Test Method—The Coordinating Research Council sponsored testing to develop this test method to evaluate a fuel's tendency to form intake valve deposits.  
5.1.1 State and Federal Legislative and Regulatory Action—Regulatory action by California Air Resources Board (CARB)9 and the United States Environmental Protection Agency (EPA)10 necessitate the acceptance of a standardized test method to evaluate the intake system deposit forming tendency of an automotive spark-ignition engine fuel.  
5.1.2 Relevance of Results—The operating conditions and design of the engine used in this test method are not representative of all engines. These factors shall be considered when interpreting test results.  
5.2 Test Validity:  
5.2.1 Procedural Compliance—The test results are not considered valid unless the test is completed in compliance with all requirements of this test method. Deviations from the parameter limits presented in Sections 12 – 14 will result in an invalid test. Apply engineering judgment during conduct of the test method when assessing any anomalies to ensure validity of the test results.  
5.2.2 Engine Compliance—A test is not considered valid unless the test engine meets the quality control inspection requirements as described in Sections 10 and 12.
SCOPE
1.1 This test method covers an engine dynamometer test procedure for evaluation of intake valve deposit formation of unleaded spark-ignition engine fuels.2 This test method uses a Ford Ranger 2.3 L four-cylinder engine. This test method includes detailed information regarding the procedure, hardware, and operations.  
1.2 The ASTM Test Monitoring Center (TMC)3 is responsible for engine test stand calibration as well as issuance of information letters after test method modifications are approved by Subcommittee D02.A0 and Committee D02. Users of this test method shall request copies of recent information letters from the TMC to ensure proper conduct of the test method.  
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning statements are given throughout this test method.  
1.5 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 Facilities  
6.1  
Engine and Cylinder Head Build-Up and Measurement Area  
6.1.1  
Engine Operating Area  
6.1.2  
Fuel Injector Testing Area  
6.1.3  
Intake Valve Rinsing and Parts Cleaning Area  
6.1.4  
Parts Rating and Intake Valve Weighing Area  
6.1.5  
Test Stand Laboratory Equipment  
6.2  
Test Stand Configuration  
6.2.1  
Dynamometer Speed and Load Control System  
6.2.2  
Intake Air Supply System  
6.2.3  
Exhaust System  
6.2.4  
Fuel Supply System  
6.2.5  
Engine Control Calibration  
6.2.6  
Ignition System  
6.2.7  
Engine Coolant System  
6.2.8  
External Oil System  
6.2.9  
Temperature Measurement Equipment and Locations  
6.2.10  
Pressure Measurement Equipment and Locations  
6.2.11  
Flow Measurement Equipment and Locations  
6.2.12  
Speed and Load Measurement Equipment and Locations  
6.2.13  
Exhaust Emissions Measurement Equipment and Location  
6.2.14  
DPFE (EGR) Voltage Measurement Equipment and Location  
6.2.15  
Ignition Timing Measurement Equipment and Location  
6.2.16  
Test Engine Hardware  
6.3  
Test Engine Parts  
6.3.1  
New Parts Required  
6.3...

General Information

• Status: Published
• Publication Date: 30-Nov-2019
• ICS: 75.160.20 - Liquid fuels
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.A0.01 - Gasoline and Gasoline-Oxygenate Blends

Relations

• Replaces: ASTM D6201-19 - Standard Test Method for Dynamometer Evaluation of Unleaded Spark-Ignition Engine Fuel for Intake Valve Deposit Formation
• Effective Date: 01-Dec-2019
• Refers: ASTM E1064-24 - Standard Test Method for Water in Organic Liquids by Coulometric Karl Fischer Titration
• Effective Date: 01-Jan-2024
• Refers: ASTM E203-24 - Standard Test Method for Water Using Volumetric Karl Fischer Titration
• Effective Date: 01-Jan-2024
• Refers: ASTM D4814-24 - Standard Specification for Automotive Spark-Ignition Engine Fuel
• Effective Date: 01-Jan-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D4814-23a - Standard Specification for Automotive Spark-Ignition Engine Fuel
• Effective Date: 01-Dec-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D5500-20a - Standard Test Method for Vehicle Evaluation of Unleaded Automotive Spark-Ignition Engine Fuel for Intake Valve Deposit Formation
• Effective Date: 01-Jun-2020
• Refers: ASTM D4953-20 - Standard Test Method for Vapor Pressure of Gasoline and Gasoline-Oxygenate Blends (Dry Method)
• Effective Date: 01-May-2020
• Refers: ASTM D5482-20 - Standard Test Method for Vapor Pressure of Petroleum Products and Liquid Fuels (Mini Method—Atmospheric)
• Effective Date: 01-May-2020
• Refers: ASTM D4814-20 - Standard Specification for Automotive Spark-Ignition Engine Fuel
• Effective Date: 01-Feb-2020
• Refers: ASTM D4814-19a - Standard Specification for Automotive Spark-Ignition Engine Fuel
• Effective Date: 01-Dec-2019
• Refers: ASTM D5500-19 - Standard Test Method for Vehicle Evaluation of Unleaded Automotive Spark-Ignition Engine Fuel for Intake Valve Deposit Formation
• Effective Date: 01-Nov-2019

Overview

ASTM D6201-19a is a standardized test method developed by ASTM International for evaluating the formation of intake valve deposits (IVDs) in unleaded spark-ignition engine fuels. The method utilizes an engine dynamometer setup, specifically employing a Ford Ranger 2.3L four-cylinder engine, to assess the deposit-forming tendencies of gasoline and related fuels. Adoption of this standard is driven by regulatory requirements, including those from the California Air Resources Board (CARB) and the U.S. Environmental Protection Agency (EPA), which emphasize the need for consistent methods to measure and control intake valve deposits in automotive engines. This evaluation is crucial as intake valve deposits can impact engine performance, emissions, and fuel economy.

Key Topics

• Intake Valve Deposit (IVD) Measurement: Defines standardized procedures for quantifying the accumulation of deposits on intake valves, primarily carbon and fuel/lubricant decomposition products, under controlled laboratory conditions.
• Dynamometer Test Procedure: Outlines the use of a Ford Ranger 2.3L engine and dynamometer cycling, including detailed operating parameters, cycle durations, and repeatability requirements.
• Test Validity and Compliance: Stresses the importance of strict adherence to procedural limits and engine hardware criteria; deviations result in invalid test data.
• Engine Hardware and Equipment: Specifies necessary laboratory facilities, test stand configurations, measurement instruments, and both new and reusable engine parts.
• Data Integrity: Data acquisition systems are required to monitor engine and environmental parameters throughout the test, ensuring result reliability.
• Safety and Environmental Considerations: Instructs end users to establish necessary precautions for handling fuels and engine emissions, and adhere to relevant safety regulations.
• Calibration and Standardization: Relies on the ASTM Test Monitoring Center (TMC) for test stand calibration and procedural updates, ensuring test reproducibility.

Applications

• Regulatory Compliance: Enables fuel producers and additive suppliers to demonstrate conformity with U.S. and state emissions regulations surrounding intake system cleanliness.
• Fuel and Additive Development: Used by research and development laboratories to screen and optimize unleaded gasoline formulations and deposit control additives for improved intake valve cleanliness.
• Quality Assurance: Provides refiners, fuel blenders, and automakers with a consistent method for verifying fuel quality, ensuring products meet manufacturer and legislative requirements.
• Comparative Assessment: Facilitates side-by-side testing of alternate fuels or additives by offering a uniform, repeatable testing platform.

Related Standards

• ASTM D4814: Specification for Automotive Spark-Ignition Engine Fuel, covering commercial gasoline requirements.
• ASTM D5500: Vehicle-based standard for intake valve deposit formation.
• ASTM D5302: Test method for evaluating engine oil deposit and wear inhibition using a similar Ford 2.3L engine.
• SAE J254: Standard for instrumentation and techniques in exhaust gas emissions measurement.
• ASTM D381, D873, D525: Other methods assessing fuel stability and deposit-forming tendencies.

By following ASTM D6201-19a, laboratories and manufacturers have access to a harmonized, regulatory-accepted methodology for evaluating the tendency of unleaded spark-ignition engine fuels to form intake valve deposits-a key factor in meeting emissions standards, optimizing engine performance, and advancing fuel technology.

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: D6201 − 19a
Standard Test Method for
Dynamometer Evaluation of Unleaded Spark-Ignition Engine
Fuel for Intake Valve Deposit Formation
This standard is issued under the fixed designation D6201; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision.Anumber in parentheses indicates the year of last reapproval.A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope*
Subject Section
Laboratory Facilities 6.1
1.1 This test method covers an engine dynamometer test
Engine and Cylinder Head Build-Up and Measurement Area 6.1.1
procedure for evaluation of intake valve deposit formation of Engine Operating Area 6.1.2
Fuel Injector Testing Area 6.1.3
unleaded spark-ignition engine fuels. This test method uses a
Intake Valve Rinsing and Parts Cleaning Area 6.1.4
Ford Ranger 2.3L four-cylinder engine. This test method
Parts Rating and Intake Valve Weighing Area 6.1.5
includes detailed information regarding the procedure, Test Stand Laboratory Equipment 6.2
Test Stand Configuration 6.2.1
hardware, and operations.
Dynamometer Speed and Load Control System 6.2.2
Intake Air Supply System 6.2.3
1.2 The ASTM Test Monitoring Center (TMC) is respon-
Exhaust System 6.2.4
sible for engine test stand calibration as well as issuance of
Fuel Supply System 6.2.5
information letters after test method modifications are ap-
Engine Control Calibration 6.2.6
Ignition System 6.2.7
proved by Subcommittee D02.A0 and Committee D02. Users
Engine Coolant System 6.2.8
of this test method shall request copies of recent information
External Oil System 6.2.9
letters from the TMC to ensure proper conduct of the test
Temperature Measurement Equipment and Locations 6.2.10
Pressure Measurement Equipment and Locations 6.2.11
method.
Flow Measurement Equipment and Locations 6.2.12
Speed and Load Measurement Equipment and Locations 6.2.13
1.3 The values stated in SI units are to be regarded as
Exhaust Emissions Measurement Equipment and Location 6.2.14
standard. The values given in parentheses after SI units are
DPFE (EGR) Voltage Measurement Equipment and Location 6.2.15
providedforinformationonlyandarenotconsideredstandard.
Ignition Timing Measurement Equipment and Location 6.2.16
Test Engine Hardware 6.3
1.4 This standard does not purport to address all of the
Test Engine Parts 6.3.1
safety concerns, if any, associated with its use. It is the
New Parts Required 6.3.2
Reusable Engine Parts 6.3.3
responsibility of the user of this standard to establish appro-
Special Measurement and Assembly Equipment 6.4
priate safety, health, and environmental practices and deter-
Reagents and Materials 7
mine the applicability of regulatory limitations prior to use.
Hazards 8
Reference Fuel 9
Specific warning statements are given throughout this test
Preparation of Apparatus 10
method.
Test Stand Preparation 10.1
1.5 This test method is arranged as follows:
Engine Block Preparation 10.2
Preparation of Miscellaneous Engine Components 10.3
Subject Section
Cylinder Head Preparation 10.4
Scope 1
Cylinder Head Assembly 10.5
Referenced Documents 2
Cylinder Head Installation 10.6
Terminology 3
Final Engine Assembly 10.7
Summary of Test Method 4
Calibration 11
Significance and Use 5
Test Stand Calibration 11.1
Apparatus 6
Instrumentation Calibration 11.2
Procedure 12
Pretest Procedure 12.1
Engine Operating Procedure 12.2
This test method is under jurisdiction ofASTM Committee D02 on Petroleum
Periodic Measurements and Functions 12.3
Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcom-
End of Test Procedures 12.4
mittee D02.A0.01 on Gasoline and Gasoline-Oxygenate Blends.
Determination of Test Results 13
Current edition approved Dec. 1, 2019. Published December 2019. Originally
Post-Test Intake Valve Weighing Procedure 13.1
approved in 1997. Last previous edition approved in 2019 as D6201–19. DOI:
Photographs of Parts—General 13.2
10.1520/D6201-19A.
Induction System Rating 13.3
Supporting data have been filed atASTM International Headquarters and may
Determination of Test Validity-Engine Conformance 13.4
beobtainedbyrequestingResearchReportRR:D02-1453.ContactASTMCustomer
Report 14
Service at [e-mail]. Precision and Bias 15
ASTM Test Monitoring Center (TMC), 6555 Penn Avenue, Pittsburgh, PA Keywords 16
15206-4489.
*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
D6201 − 19a
D5059Test Methods for Lead in Gasoline by X-Ray Spec-
Subject Section
Annexes
troscopy
Detailed Specifications and Photographs of Apparatus Annex A1
D5190Test Method for Vapor Pressure of Petroleum Prod-
Engine Part Number Listing Annex A2
ucts (Automatic Method) (Withdrawn 2012)
Statistical Equations for Mean and Standard Deviation Annex A3
D5191Test Method for Vapor Pressure of Petroleum Prod-
1.6 This international standard was developed in accor-
ucts and Liquid Fuels (Mini Method)
dance with internationally recognized principles on standard-
D5302Test Method for Evaluation of Automotive Engine
ization established in the Decision on Principles for the
Oils for Inhibition of Deposit Formation and Wear in a
Development of International Standards, Guides and Recom-
Spark-Ignition Internal Combustion Engine Fueled with
mendations issued by the World Trade Organization Technical
Gasoline and Operated Under Low-Temperature, Light-
Barriers to Trade (TBT) Committee.
Duty Conditions (Withdrawn 2003)
2. Referenced Documents
D5482Test Method for Vapor Pressure of Petroleum Prod-
ucts (Mini Method—Atmospheric)
2.1 ASTM Standards:
D5500Test Method for Vehicle Evaluation of Unleaded
D86Test Method for Distillation of Petroleum Products and
Automotive Spark-Ignition Engine Fuel for Intake Valve
Liquid Fuels at Atmospheric Pressure
Deposit Formation
D235Specification for Mineral Spirits (Petroleum Spirits)
E203Test Method for Water Using Volumetric Karl Fischer
(Hydrocarbon Dry Cleaning Solvent)
Titration
D287Test Method forAPI Gravity of Crude Petroleum and
E1064Test Method for Water in Organic Liquids by Coulo-
Petroleum Products (Hydrometer Method)
metric Karl Fischer Titration
D381Test Method for Gum Content in Fuels by Jet Evapo-
ration
2.2 ANSI Standard:
D525Test Method for Oxidation Stability of Gasoline (In- MC96.1Temperature Measurement-Thermocouples
duction Period Method) 7
2.3 Coordinating Research Council (CRC):
D873Test Method for Oxidation Stability ofAviation Fuels
CRC Manual 16,Carburetor and Induction System Rating
(Potential Residue Method)
Manual
D1266TestMethodforSulfurinPetroleumProducts(Lamp
2.4 SAE Standard:
Method)
J254InstrumentationandTechniquesforExhaustGasEmis-
D1298Test Method for Density, Relative Density, or API
sions Measurement
Gravity of Crude Petroleum and Liquid Petroleum Prod-
ucts by Hydrometer Method
3. Terminology
D1319Test Method for HydrocarbonTypes in Liquid Petro-
leum Products by Fluorescent Indicator Adsorption
3.1 For general terminology, refer to Terminology D4175.
D1744Test Method for Determination of Water in Liquid
3.2 Definitions:
Petroleum Products by Karl Fischer Reagent (Withdrawn
3.2.1 base fuel, n—in automotive spark-ignition engine
2016)
fuels,amaterialcomposedprimarilyofhydrocarbonsthatmay
D2427Test Method for Determination of C through C
2 5
also contain oxygenates, anti-oxidants, corrosion inhibitors,
Hydrocarbons in Gasolines by Gas Chromatography
metal deactivators, and dyes but does not contain deposit
D2622Test Method for Sulfur in Petroleum Products by
control or lead additives. D5500
Wavelength Dispersive X-ray Fluorescence Spectrometry
D3237TestMethodforLeadinGasolinebyAtomicAbsorp- 3.2.1.1 Discussion—A jurisdiction may set limits on lead
tion Spectroscopy content from all sources.
D4057Practice for Manual Sampling of Petroleum and 3.2.2 blowby, n—in internal combustion engines, that por-
Petroleum Products tion of the combustion products and unburned air/fuel mixture
D4175Terminology Relating to Petroleum Products, Liquid that leaks past piston rings into the engine crankcase during
Fuels, and Lubricants operation.
D4294Test Method for Sulfur in Petroleum and Petroleum
3.2.3 deposit control additive, n—material added to the fuel
Products by Energy Dispersive X-ray Fluorescence Spec-
topreventorremovedepositsinoneormoreoftheenginefuel,
trometry
intake, and combustion systems. D5500
D4814Specification for Automotive Spark-Ignition Engine
3.2.3.1 Discussion—Forthepurposeofthistestmethod,the
Fuel
performance evaluation of a deposit control additive is limited
D4953Test Method for Vapor Pressure of Gasoline and
to the tulip area of intake valves.
Gasoline-Oxygenate Blends (Dry Method)
4 6
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Available fromAmerican National Standards Institute (ANSI), 25 W. 43rd St.,
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM 4th Floor, New York, NY 10036, http://www.ansi.org.
Standards volume information, refer to the standard’s Document Summary page on Available from the Coordinating Research Council, Inc., 5755 North Point
the ASTM website. Pkwy, Suite 265, Alpharetta, GA 30022, http://www.crcao.org.
5 8
The last approved version of this historical standard is referenced on AvailablefromSAEInternational(SAE),400CommonwealthDr.,Warrendale,
www.astm.org. PA 15096, http://www.sae.org.
D6201 − 19a
3.2.4 intake valve deposit, n—material accumulated on the (CARB) and the United States Environmental Protection
tulip area of the intake valve of internal combustion engines, Agency (EPA) necessitate the acceptance of a standardized
generallycomposedofcarbon,decompositionproductsoffuel, test method to evaluate the intake system deposit forming
lubricant,andadditives,andatmosphericcontaminants. D5500 tendency of an automotive spark-ignition engine fuel.
5.1.2 Relevance of Results—The operating conditions and
3.3 Definitions of Terms Specific to This Standard:
design of the engine used in this test method are not represen-
3.3.1 exhaust emissions, n—combustion products from the
tative of all engines. These factors shall be considered when
test fuel including unburned hydrocarbons (HC), carbon mon-
interpreting test results.
oxide(CO),carbondioxide(CO ),unreactedoxygen(O ),and
2 2
5.2 Test Validity:
oxides of nitrogen (NO ).
x
5.2.1 Procedural Compliance—The test results are not con-
3.3.2 intake system, n—components of the engine whose
sideredvalidunlessthetestiscompletedincompliancewithall
function it is to prepare and deliver an air/fuel mixture to the
requirements of this test method. Deviations from the param-
combustionchamberandincludesthethrottle,intakemanifold,
eterlimitspresentedinSections12–14willresultinaninvalid
exhaust gas recirculation (EGR) and positive crankcase venti-
test. Apply engineering judgment during conduct of the test
lation (PCV) ports, cylinder head runners and ports, intake
methodwhenassessinganyanomaliestoensurevalidityofthe
valves, and fuel injectors.
test results.
3.3.3 test fuel, n—base fuel with or without the addition of
5.2.2 Engine Compliance—A test is not considered valid
a deposit control additive.
unless the test engine meets the quality control inspection
requirements as described in Sections 10 and 12.
4. Summary of Test Method
6. Apparatus
4.1 This test method utilizes a 1994 Ford 2.3Lin-line, four
NOTE1—PhotographsareprovidedinAnnexA1depictingtherequired
cylinder, Ford Ranger truck engine with 49 state emission
apparatus and suggesting appropriate design details.
calibration. The cylinder block and cylinder head are con-
6.1 Laboratory Facilities:
structed of cast iron. The engine features an overhead
6.1.1 EngineandCylinderHeadBuild-upandMeasurement
camshaft, a cross-flow, fast burn cylinder head design, and
Area—The engine and cylinder head build-up and measure-
electronic port fuel injection.
ment area shall be reasonably free from contaminants and
4.2 Each test engine is built to a rigid set of specifications
maintained at a uniform temperature 63°C(65°F) between
using a specially designated intake valve deposit parts kit
10°C to 27°C (50°F to 80°F).
produced by the Ford Motor Co. (see Table A2.3). New,
6.1.2 Engine Operating Area—The engine operating area
weighed,intakevalvesareusedtorebuildthecylinderhead.A
should be relatively free from contaminants. The temperature
standard engine oil is used for each test and a new oil filter is
and humidity level of the operating area are not specified.Air
installed. The test engine is subjected to a rigorous quality
fromafancanberoutedontotheproductionairintakesystem
control procedure to verify proper engine operation. To ensure
to assist in maintaining intake air temperature control.
compliance with the test objective, data acquisition of key
6.1.3 Fuel Injector Testing Area—The fuel injector testing
parameters is utilized during test operation.
area shall be reasonably free of contaminants. The humidity
should be maintained at a uniform comfortable level.
4.3 Thecompletefuelsystemisflushedoftestfuelfromthe
(Warning—In addition to other precautions, provide adequate
previous test. The fuel system is then filled with the new test
ventilation and fire protection in areas where flammable or
fuel.
volatile liquids and solvents, or both, are used.)
4.4 The engine is operated on a cycle consisting of two
6.1.4 Intake Valve Rinsing and Parts Cleaning Area—The
stages. The first stage comprises operating the engine at
intakevalverinsingandpartscleaningareashallbereasonably
2000r⁄min and 30.6kPa (230mm Hg) manifold absolute
free of contaminants. The humidity should be maintained at a
pressure for 4 min. The second stage comprises operating the
uniform comfortable level. Because of the delicate nature of
engine at 2800r⁄min and 71.8kPa (540mm Hg) manifold
the deposits, do not subject the deposits to extreme changes in
absolute pressure for 8min. Ramp time between each stage is
temperature or humidity. (Warning—In addition to other
30 s and is independent of the stage times. The cycle is
precautions, provide adequate ventilation and fire protection in
repeated for 100h.
areaswhereflammableorvolatileliquidsandsolvents,orboth,
are used.)
5. Significance and Use
5.1 Test Method—The Coordinating Research Council
State of California Air Resources Board—Stationary Source Division, Test
sponsored testing to develop this test method to evaluate a MethodforEvaluatingIntakeValveDeposits(IVDs)inVehicleEngines(California
Code of Regulations, Title 13, Section 2257). Available from the California Air
fuel’s tendency to form intake valve deposits.
Resources Board, P.O. Box 2815, Sacramento, CA 95812.
5.1.1 State and Federal Legislative and Regulatory 10
Clean Air Act Amendments of 1990. Available from the Superintendent of
Action—Regulatory action by California Air Resources Board Documents, U.S. Government Printing Office, Washington, DC 20402.
D6201 − 19a
TABLE 1 IVD Dynamometer Test Operating Parameters and
6.1.5 Parts Rating and Intake Valve Weighing Area—The
A
Specifications
parts rating area and the intake valve weighing area shall be
A
Parameter Specification
reasonably free of contaminants.
Stage . 1 2
6.2 Test Stand Laboratory Equipment:
Time Stage length, min 4 8
6.2.1 Test Stand Configuration—An example of a similar
test stand configuration is described in Test Method D5302
Engine Engine speed, r/min 2000 ± 25 2800 ± 15
(SequenceVElubricanttestmethod)sincethesameFord2.3L Loading Engine load, kW <5 record
base engine is utilized. Mount the engine on the test stand so
Engine Inlet temperature, °C 101 + 3, –5 101 ± 3
that the flywheel friction face is 4.0° 6 0.5° from the vertical
Oil Outlet temperature, °C record
with the front of the engine higher than the rear. The engine Inlet pressure, kPa gage record
shall be coupled directly to the dynamometer through a
Outlet temperature, °C 90 ± 3
driveshaft. A test stand set-up kit is detailed in Table A2.1.A
Engine Inlet temperature, °C record
special “dynamometer laboratory” wiring harness, Part No.
Cooling Delta pressure, kPa gage <41
Flowrate, L/min record 64.4 ± 1.9
DTSC.260.113.00E is required. Engine driven accessories
include engine water pump and alternator or idler pulley
Intake Inlet temperature, °C 32 ± 3
configuration as detailed in 10.7.9. If an alternator is installed, Air Inlet pressure, kPa gage 0.05 ± 0.01
Inlet humidity (corrected), g/Kg 11.4 ± 0.7
it is to serve only as an idler pulley; it is not to be energized.
6.2.2 Dynamometer Speed and Load Control System—The
Engine Manifold absolute pressure, kPa 30.6 ± 1.3 71.8 ± 1.3
dynamometer used for this test is the Midwest 1014, 175 Breathing Exhaust back pressure, kPa abs 102 ± 1 105 ± 1
horsepower, dry gap dynamometer or equivalent. Equivalency
Flow—kg/h record
means that the dynamometer and dynamometer control system
Engine Flow—total kg record
Fueling Inlet temperature, °C 28 ± 5
shall be capable of controlling the procedural specifications as
detailedinTable1andthestagetransitionstothespecifications
Equivalence ratio or 1.00 ± 0.03
in 13.4.3.1 and 13.4.4.1.
Exhaust O , volume % record 0.5 ± 0.3
Emissions CO , volume % record
6.2.3 Intake Air Supply System—The intake air supply 2
CO, volume % record 0.7 ± 0.4
system shall be capable of controlling moisture content, dry
NO , ppm (optional) record
x
bulb temperature, and inlet air pressure as specified in Table 1.
EGR, voltage record
See 10.7.8 and Fig. A1.4 for details of connection of the
Other Blowby, corrected rate, L/min . record
laboratory intake air system to the engine.
Spark advance, ° BTDC 30 ± 3 25 ± 3
6.2.3.1 Intake Air Humidity—Determination of the dew
A
Maintain all parameters as close to midrange as possible. The engine load in
pointmaybemadeeitherinthelaboratorymainductsystemor
Stage 1 should be less than 5 kW. The ramp time between each stage is 30 s.
attheteststand.However,maintainductsurfacetemperatureat Ramp the speed and manifold absolute pressure linearly and at the same time.
Fifteensecondsintoeachrampthespeedshallbe2400 r ⁄min±75 r ⁄min,andthe
all points downstream of the humidity measurement point
manifoldabsolutepressureshallbe51.2 kPa±6.6 kPa(385 mmHg±50 mmHg).
above the dew point to prevent condensation loss (loss of
absolute humidity).
6.2.3.2 Correct each reading for non-standard barometric
6.2.5 FuelSupplySystem—Aschematicdiagramofatypical
conditions using the following equation:
fuel supply system is shown in Fig. A1.7. Supply an excess
Humidity ~corrected!, g/kg 5621.98 3 ~P /~P 2 P !! (1) volume of fuel to the fuel rail at all times. Introduce make-up
sat bar sat
fuel (fuel used by the engine) into the loop from an external
where:
source. Mix the make-up fuel with fuel that is returned from
P = saturation pressure, mm Hg, and
sat
the fuel rail (fuel not used by the engine). Pump the fuel
P = barometric pressure, mm Hg.
bar
through a mixing chamber, or small heat exchanger, which is
6.2.4 Exhaust System—The laboratory exhaust system shall used to mix the two streams and provide fuel of consistent
have the capability of controlling exhaust back pressure as temperature to the engine as specified in Table 1. Deliver the
specifiedinTable1.Theexhaustsystemshallincludetheback fuel to a high-pressure pump that boosts the pressure and
pressure control valve, exhaust back pressure probe, exhaust
supplies the fuel to the fuel rail.
emissions probe or UEGO (Lambda) sensor, and the engine 6.2.6 Engine Control Processor Calibration and Main En-
oxygen sensor. The Ford production exhaust manifold is to be gine Wiring Harness—Two engine control EEC-IV processors
used to connect the engine to the laboratory exhaust system. arerequiredforuseinthistestmethod,oneforuseduringnew
Fig.A1.6 and 6.2.11.5 give details regarding the exhaust back engine break-in and one for test operation. The processor for
pressure probe configuration and location, and Fig. A1.6 and new engine break-in, as detailed in 12.1.6, shall be the Ford
6.2.14 give details regarding the exhaust emissions probe Ranger non-modified manual transmission calibration EEC-IV
configuration and location. A catalytic converter may be processor (Part No. F47F-12A650-BGC) which is available
installed downstream of the exhaust back pressure and air-fuel from local Ford dealers. The specified engine control calibra-
ratio probes. tion for the test operation, as detailed in Table 1, shall be the
D6201 − 19a
modified Ford Ranger manual transmission calibration 6.2.10.2 Engine Oil Outlet—Install the temperature sensor
EEC-IV processor (OHTIVD-001-02) available from OH tip at the center of the flow stream through the cross fitting
Technologies, Inc. See Annex A2 for further details. The attached to the bottom of the heat exchanger (see Fig. A1.8).
system should properly control the air-fuel ratio, the EGR and
6.2.10.3 Engine Coolant Inlet—Install the temperature sen-
the ignition timing throughout the test. No other method shall
sortipatthecenteroftheflowstreambetweenthecoolantheat
beusedinconjunctionwithorinplaceofthespecifiedEEC-IV
exchanger and the engine at a distance of 430mm 6 100 mm
processor to adjust the air-fuel ratio, EGR or ignition timing.
from the coolant inlet at the engine block.
6.2.7 Ignition System—See6.2.6forenginecontrolEEC-IV
6.2.10.4 Engine Coolant Outlet—Install the temperature
processorswhichshallbeusedforignitionsystemcontrol.See
sensor tip at the center of the flow stream through the
Annex A2 for a listing of other required ignition system
thermostat housing within 50mm of the coolant exit orifice on
components.
the cylinder head.
6.2.8 Engine Coolant System—A typical cooling system is
6.2.10.5 Intake Air Inlet—Locate the intake air temperature
detailed in Fig. A1.11.
sensorprobeintheproductionairfilterhousingbetweentheair
6.2.8.1 Control the coolant outlet temperature and flow rate
filter and the engine intake manifold. Install the temperature
accordingtothespecificationslistedinTable1.Thethermostat
sensor probe tip 50mm 6 10mm into the housing and
is not used. The coolant capacity is 21L 64L.
perpendicular to the housing (see Fig. A1.7).
6.2.9 External Oil System—Configure the external oil sys-
6.2.10.6 Fuel Temperature—Install the temperature sensor
tem in accordance with the photographs shown in Fig. A1.8
tipatthecenteroftheflowstreamafterthehighpressurepump
and Fig. A1.9. An oil system adapter assembly (OHT6A-007-
and just prior to the engine fuel rail (see Fig. A1.7).
1 ) is required. The heat exchanger should be mounted in a
6.2.11 Pressure Measurement Equipment and Locations—
vertical plane. Be sure all hoses and fittings on the oil heat
Pressure measurement locations for the procedurally required
exchanger are properly connected and secure.
pressuresarespecified.Specificmeasurementequipmentisnot
6.2.10 Temperature Measurement Equipment and
specified.This allows reasonable opportunity for adaptation of
Locations—Temperature measurement locations for the proce-
existing test stand instrumentation. The accuracy and resolu-
durally required temperatures are specified. Specific measure-
tion of the pressure measurement sensors and complete pres-
ment equipment is not specified. This allows reasonable
sure measurement system shall follow the guidelines detailed
opportunity for adaptation of existing test stand instrumenta-
in ASTM Research Report RR:D02-1218.
tion. The accuracy and resolution of the temperature measure-
6.2.11.1 Oil Inlet—Measure the oil inlet pressure at the oil
ment sensors and complete temperature measurement system
filter adapter housing (see Fig. A1.9 and 6.2.9).
shall follow the guidelines detailed inASTM Research Report
6.2.11.2 Coolant Delta Pressure (outlet–inlet)—Thecoolant
RR:D02-1218. If thermocouples are used, all thermocouples
delta pressure determines the flow restrictions of the external
except the intake air thermocouple shall be premium, sheathed
cooling system. The measurement is the resultant of the
types. The intake air thermocouple may be an open-tip type.
absolutevalueofthedifferencebetweenthepressuremeasured
Thermocouples between 3.0mm and 6.5mm (0.125in. and
as the coolant exists the cylinder head and prior to the coolant
0.25in.) diameter may be used. However, minimum diameter
entering the water pump. Make pressure measurements within
thermocouples are recommended at locations which require
300mm of these locations.
short immersion depths to prevent undesirable temperature
6.2.11.3 Air Inlet—Locate the intake air pressure probe in
gradients. Thermocouple, wires, and extension wires shall be
the production air filter housing between the air filter and the
matched to perform in accordance with the limits of error as
engine intake manifold. Install the probe 5mm 6 3mm into
defined by ANSI publication MC96.1-1975. Type J (Iron-
the housing.
Constantan), Type T (Copper-Constantan), or Type K
6.2.11.4 Manifold Absolute Pressure—Measure manifold
(Chromel-Alumel) thermocouples are acceptable and if RTDs
absolute pressure between the vacuum tree and the intake
are used, they shall be of a quality to give equivalent readings
manifold (see Fig. A1.5).
to the specified premium thermocouples. Temperature sensors
6.2.11.5 Exhaust Back Pressure—Measure exhaust back
shallnothavegreaterthan5cm(2in.)ofsheathexposedtolab
pressuredownstreamoftheengineoxygensensoratadistance
ambient. All temperature sensor probe tips shall be located in
nogreaterthan400mmandatthecenteroftheexhauststream.
the center of the stream of the medium being measured unless
Fig. A1.6 gives details regarding the exhaust back pressure
otherwise specified.
probe configuration and location.Acondensate trap should be
6.2.10.1 Engine Oil Inlet—Installthetemperaturesensortip
installed between the probe and sensor to accumulate water
at the center of the flow stream through the oil filter adapter
present in the exhaust gas.
housing at the engine (See 6.2.9, Fig. A1.8, and Fig. A1.9).
6.2.11.6 Crankcase Pressure—Measure the crankcase pres-
sure at the dipstick tube. The sensor shall be capable of
Thesolesourceofsupplyoftheapparatusknowntothecommitteeatthistime
measuring positive and negative pressure.
isOHTechnologies,Inc.,P.O.Box5039,Mentor,OH44061-5039.Ifyouareaware
6.2.12 Flow Measurement Equipment and Locations—Flow
of alternative suppliers, please provide this information to ASTM International
Headquarters.Your comments will receive careful consideration at a meeting of the
measurement locations for the procedurally required flows are
responsible technical committee, which you may attend.
specified. Specific measurement equipment is not specified.
Supporting data have been filed atASTM International Headquarters and may
This allows reasonable opportunity for adaptation of existing
beobtainedbyrequestingResearchReportRR:D02-1218.ContactASTMCustomer
Service at [e-mail]. test stand instrumentation. The accuracy and resolution of the
D6201 − 19a
flow measurement sensors and complete flow measurement measurement equipment shall follow the guidelines detailed in
system shall follow the guidelines detailed inASTM Research ASTM Research Report RR:D02-1218.
Report RR:D02-1218. 6.2.16 Ignition Timing Measurement Equipment and
Location—Specific measurement locations and equipment for
6.2.12.1 Engine Coolant—Measure the engine coolant flow
the measurement of spark advance are not specified.
rateinanareamostapplicabletotheflowmeasurementdevice
used so that the most accurate measurement can be taken.
6.3 Test Engine Hardware—This section specifies the en-
6.2.12.2 Fuel—The fuel system shall be configured so that
gine hardware required for testing.
thefuelreturnlinefromthefuelrailreturnsdownstreamofthe
6.3.1 Test Engine Parts—The test engine parts required are
fuel flow measurement device so that only the make-up fuel
detailed in Annex A2. The Engine Parts Kit in Table A2.3
flow is measured (see Fig. A1.7).
contains a new cylinder head and the necessary parts for
assembling the cylinder head for four tests.
6.2.13 Speed and Load Measurement Equipment and
6.3.2 New Engine Parts Required—The following table
Locations—Speed and load measurement locations for the
proceduralrequiredspeedsandloadsarenotspecified.Specific contains those new parts to be used for preparing the engine to
run this test method.
measurement equipment is not specified. This allows reason-
able opportunity for adaptation of existing test stand instru-
Belt, camshaft drive
Bolt, head to block
mentation. The accuracy and resolution of the speed and load
Filter, air
measurement sensors and complete speed and load measure-
Filter, fuel
ment system shall follow the guidelines detailed in ASTM Filter, oil
Gasket, EGR valve
Research Report RR:D02-1218.
Gasket, exhaust manifold
6.2.14 Exhaust Emissions Measurement Equipment and
Gasket, head
Gasket, low manifold - head
Location—Engine air-fuel ratio may be monitored either by a
Gasket, plenum manifold
“real time” equivalence ratio measurement system or by
Gasket, rocker arm cover
exhaust gas analysis (measurement of O , CO, and CO ).With Gasket - throttle body
2 2
Gasket, water outlet connection
eithersystem,measurementsaretobemadedownstreamofthe
PCV valve
engineoxygensensoratadistancenogreaterthan400mmand
Seal, cam
at the center of the exhaust stream. Seal, exhaust valve
Seal, intake valve
6.2.14.1 Real Time—Equivalence Ratio Measurement
Spark plugs
System—It is recommended that a real time equivalence ratio
Valve, exhaust
Valve, intake
measurement system be utilized. One example of a typical
systemistheHoribaModelMEXA110.Thesystemutilizesan 6.3.3 Reusable Engine Parts—The parts listed in the fol-
extended range exhaust gas oxygen sensor (UEGO) air-fuel lowing table may be reused. The replacement frequency is
sensor that is inserted into the exhaust gas stream. The listed in the footnotes. Discard all parts when they become
instrument gives instantaneous equivalence ratio measurement unserviceable.
which provides the ability to detect when the engine is not
Air cleaner tube assembly, out
Air cleaner tube assembly, in
operating at normal equivalence ratio conditions (usually
Air cleaner assembly
indicating an engine or engine management system problem),
Alternator or idler pulley assembly
thus allowing for a problem to be addressed as it occurs. If an
Belt, alternator or idler pulley
Bolt, cam sprocket
equivalenceratiosystemisutilized,thehydrogen/carbon(H/C)
Camshaft
ratio for the specific fuel being run shall be input into the
Coil
A
analyzer before conducting the engine test.
Cylinder head
EEC-IV processor
6.2.14.2 Exhaust Gas Analysis—Precision instruments for
Engine wire harness
B
measurement of O , CO, and CO are required if exhaust
Engine assembly
2 2
C
Fuel injector
emissions are measured for air-fuel ratio determination. Mea-
Filter, air
surement of NO is optional. Equipment suitable for automo-
x
Guide, timing belt
bile emission measurements is recommended. Precision non-
Hose, DPFE
Ignition control assembly
dispersive infrared instrumentation for CO and polarographic
Ignition wire, LH
instrumentation for O are suggested (see SAE J254). Re-
Ignition wire, RH
sponse time is an important consideration in the performance
Key, valve spring retainer
Lash adjusters
ofthisinstrumentation.Fig.A1.6providesdetailsregardingthe
Plate, cam
exhaust emissions probe configuration and location.
Pulley water pump
Regulator, EGR vacuum (EVR)
6.2.15 DPFE (EGR) Voltage Measurement Equipment and
Retainers
Location—DPFE voltage measurement locations for the pro-
Rocker arms
cedural requirements shall be measured at Pin 27 of the S&W, cam plate
Sensor, air charge temperature
EEC-IV processor. Pin 46 is signal return (ground). Specific
(ACT)
measurement equipment is not specified. This allows reason-
Sensor, crankshaft timing assembly
able opportunity for adaptation of existing test stand instru-
Sensor, engine coolant temperature
(ECT)
mentation. The accuracy and resolution of the DPFE voltage
D6201 − 19a
6.4.8 Vernier Caliper—A vernier caliper is necessary to
Sensor, heated exhaust gas O
(HEGO)
measure valve seat width of the cylinder head as required in
Sensor, mass air flow (MAF)
this test method (see 10.4.7).
Sensor, pressure feedback EGR
6.4.8.1 Accurate measurement of valve seat width is re-
Assembly (PFE)
Sensor, throttle position (TPS)
quired as this parameter can affect heat transfer from the
Sprocket, cam
valves, particularly the intake valve and the surface where
Valve, EGR
D
depositsmayaccumulate,ultimatelyaffectingdepositaccumu-
Valve spring and damper
Washer, cam sprocket
lation.
6.4.9 Valve Spring Compression Testing Machine—A valve
A
The cylinder head may be reused as long as it meets the procedural require-
springcompressiontestingmachinecapableofassessingvalve
ments for buildup as detailed in 10.4 and 10.5.
B
The engine assembly may be reused depending on the condition of the cylinder
spring condition as specified in 10.4.9 is required. The device
head bolt holes, cylinder bore wear, blowby, and oil consumption. Procedural
shall have an accuracy of 2% and a resolution of 0.45kg
requirementshaveyettobedetermined.Referto12.4forproceduralrequirements
(1lb).
for oil consumption.
C
The fuel injectors may be reused as long as they meet the procedural
6.4.10 Valve Lapping Tool—Use a device to rotate or
requirements detailed in 10.3.1.
oscillatethevalvesontheseattolapthevalves.Suitablevalve
D
Reuse the valve springs as long as they meet the procedural requirements
lapping tools are available from automotive tool supply
detailed in 10.4.
sources. See 10.4.3.
6.4 Special Measurement and Assembly Equipment:
6.4.11 ValveandValveSeatCuttingEquipment—Equipment
6.4.1 Graduated Cylinder—Blending of the deposit control
maybeneededtoensurevalveandvalveseatmatingqualityas
additive may be required and the concentration may be given
outlined in 10.4.2. Acceptable equipment is available from
as a volumetric ratio. Use a sensible sized container for
automotive tool supply sources.
measuring.
6.4.12 Blowby Measurement Apparatus—The blowby mea-
6.4.2 Analytical Balance—Blending of the additive may be
surement apparatus is a device to measure flow rate of the gas
required and the concentration may be given as a mass ratio.
passing the piston rings and entering the crankcase. This flow
An analytical balance capable of 0.01g resolution with a
rate provides an indication of the condition of the piston rings
maximum capacity of at least 2000g is recommended.Also, a
and cylinder bore and, therefore, is used as a quality assurance
balance is required to determine intake valve weight, which is
criteria.Thedeviceshallhaveanaccuracyof5%fullscaleand
approximately100g,withaccuracyof0.25%offullscaleand
a resolution of 0.3L⁄min (0.01ft /min).
resolution of 0.0001g. Calibrate the balance following the
6.4.13 Fuel Injector Test Rig—Asuitable device capable of
manufacturer’s procedure and frequency recommendations.
accurate, repeatable flow measurement of port fuel injectors is
6.4.3 Desiccator—An airtight chamber with lid shall con-
required.This device shall be capable of performing necessary
tain an adequate amount of desiccant to maintain a relatively
port fuel injector evaluations as outlined in 10.3.1. No suitable
moisture-freeenvironmentforintakevalveswithdeposits.(see
commercially available apparatus has been identified.
7.8).
6.4.14 PCVValve Flow Rate Device—Thisdeviceisusedto
6.4.4 Oven—Use a natural convection oven that is capable
verify the flow rate of the PCV valves. Fabricate the device
of maintaining 93°C 6 5°C (200°F 6 9°F) for evaporating
according to the details shown in Fig. A1.10.
the cleaning solvents from the valves. The oven shall have
6.4.15 Timing Light—An inductive pickup timing light may
sufficient dimensions to stand the valve upright.There shall be
be used to measure ignition timing.
no arcing contacts in the oven.
6.4.5 Power Wire Wheel—Use a power wire wheel (bench
7. Reagents and Materials
grinder fitted with a fine, 150mm (6in.) diameter steel wire
7.1 Fuel:
wheel) to clean the intake valves as specified. See 13.1.
7.1.1 Fuel Management—Fuel management is very critical
6.4.6 Walnut Shell Blaster—Similar to a sand blaster, the
in this test. The following procedure shall be used each time a
walnut shell blaster uses shop air pressure; however, a fine,
new base fuel batch will be used in testing:
abrasivemediaofcrushedwalnutshellsisusedinsteadofsand.
7.1.1.1 The base fuel storage container(s) shall be relatively
The walnut shells are sufficiently abrasive to remove carbon
free from all contaminants.
while not removing metal from the surface being cleaned. The
7.1.1.2 Take at least a 900mL fuel sample of the delivered
walnut shell blaster technique is more effective than solvents
and generally preferred over a wire brush for removing carbon base fuel before the base fuel is installed into the fuel storage
container(s). The fuel sample shall be representative of the
deposits from the valves and the cylinder head.
overall base fuel.
6.4.7 Valve Stem and Guide Measuring Equipment—
Specific equipment to measure valve stem-to-guide clearances 7.1.1.3 Flushthefuelstoragecontainer(s)withthebasefuel.
7.1.1.4 Add the base fuel to the storage container(s).
inthecylinderheadasrequiredinthistestmethod(see10.4.6)
is not specified. Use any commercially available automotive 7.1.1.5 Take at least a 900mL fuel sample after the fuel
equipment that is capable of measuring to the specifications storage container(s) are flushed with the base fuel and the base
and tolerances listed in 10.4.6. fuel has been installed into the fuel storage container(s). The
6.4.7.1 Accurate measurements are mandatory to determine fuel sample shall be representative of the overall base fuel.
stem-to-guide clearance as this parameter can affect oil con- 7.1.2 TestFuelQuantity—Approximately950L(250gal)of
sumption and intake valve deposit accumulation. test fuel (including all flushes) is required for the test.
D6201 − 19a
Chemical Society, where such specifications are available. Other grades
7.1.3 Additive/Base Fuel—Sometestrequestersmayrequire
may be used provided it is first ascertained that the reagent is of sufficient
the test fuel be blended at the test laboratory and, therefore,
purity to permit its use without lessening the accuracy of the determina-
willsupplytheneatdepositcontroladditiveanduntreatedbase
tion.
fuel.Thetestrequestershallsupplythedepositcontroladditive
7.4.2 Naphtha Solvent—Stoddard solvent conforming to
and base fuel in appropriate volumes and packaging to ensure
Type I of Specification D235 is recommended. Proprietary
safe and efficient handling. Blending instructions detailing the
solvents of this general type may be used. This fluid may be
concentrationratioeithervolumetric-basedormass-basedshall
usedforcleaningparts(thatis,valvetrainparts,cylinderhead,
accompany all deposit control additives. Mass-based measure-
intake manifold, throttle body) and as a fuel injector test fluid.
ment is preferred. However, it is most desirable to have the
7.5 FuelInjectorFlowTestFluid—Usenaphthasolvent(see
additive supplied in premeasured, individual containers.
7.4.2).
Clearly identify the blended fuel.
7.6 Valve Lapping Compound—Use Fel Pro Clover 320
7.1.4 Test Fuel—Test fuel containing deposit control addi-
Grade 1A silicon carbide grease compound (Part No.
tive shall be a homogeneous blend of additives and base fuel.
1A51804) valve lapping compound.
Blend sufficient fuel before the start of the test. The fuel may
7.7 Crushed Walnut Shells—A walnut shell blaster may be
be stored in drums or tankage, and shall be labeled clearly to
used to remove carbon and deposits from the head or, if
prevent misfueling. Measure and record quantities of fuel and
necessary, from the intake valves at end-of-test (see 13.1.6.1).
additive blended and dispensed for use in determining the fuel
Use clean, fresh walnut shells which are available commer-
consumption.
cially from industrial and automotive supply sources.
7.1.5 Engine Break-in Fuel—The engine break-in fuel shall
7.8 Desiccant—Use a granular form of anhydrous calcium
comply with Specification D4814 requirements or Haltermann
sulfate (CaSO ). When not in use, store the desiccant in an
EEE or equivalent. Approximately 380L (100gal) are re- 4
airtight container.
quired for engine break-in.
NOTE 2—Consider using a fuel with a minimum octane rating of 92 8. Hazards
((R+M)/2) to avoid detonation in the engine during the break-in period.
8.1 Specific Hazards—Personnel are exposed to various
7.1.6 Reference Fuel—See Section 9 regarding reference hazards while in the testing area. Take appropriate care to
fuel requirements and specifications. ensure the safety of all personnel while in the testing area.
7.2 Engine Oil/Assembly Lubricant—The standard engine
9. Reference Fuel
oil and assembly lubricant shall be the IVD Reference Oil
14 9.1 Reference Base Fuel Batch Approval Process—Each
(IVD Dynamometer Reference Oil). Approximately 4.7L
new batch of IVD reference base fuel is approved by the
(5qt) are needed for this test method, including engine
following process:
assembly and initial crankcase fill.
9.1.1 Beforeinitialblending,eachofthefuelcomponentsis
7.3 Engine Coolant—The coolant is a mixture of equal analyzed by the fuel supplier. A small amount of fuel mixture
is then blended and analyzed using the methods described in
volumes of a commercial ethylene glycol based low-silicate
Table 2 and in 9.2.2 and 9.2.3. The TMC, in conjunction with
antifreeze and distilled or demineralized water. Do not use
the ASTM IVD Dynamometer Test Surveillance Panel, deter-
uninhibited ethylene glycol.
mines the acceptability of the analytical data and authorizes
7.4 Solvents and Cleaners:
blending of the entire batch for engine testing.
7.4.1 Normal-Hexane or Cyclohexane—The valves are
9.1.2 Asample of the IVD reference base fuel is shipped to
rinsed with either n-hexane or cyclohexane. (Warning—In
designated independent laboratories. A program involving
addition to other precautions, provide adequate ventilation and
more than one calibration test is completed using the IVD
fireprotectioninareaswhereflammableorvolatileliquidsand reference base fuel and reference fuel additives selected by the
solvents, or both, are used. Suitable protective clothing is TMC. TheASTM IVD Dynamometer Test Surveillance Panel
isinvolvedinthedesignoftheprogram.TheTMCreviewsthe
recommended.)
test results and after satisfactory completion of the program,
NOTE 3—Reagent-grade chemicals will be used for all test procedures.
willauthorizethefuelsuppliertonotifypotentialpurchasersof
Unless otherwise noted, it is intended that all reagents conform to the
the approval status of the IVD reference base fuel batch.
specifications of the Committee on Analytical Reagents of the American
ACS Reagent Chemicals, Specifications and Procedures for Reagents and
IVD Reference Base fuel is a product of Haltermann Products, subsidiary of Standard-Grade Reference Materials, American Chemical Society, Washington,
the Dow Chemical Company,1201 S. Sheldon Rd., P.O. Box 429, Channelview,TX DC. For suggestions on the testing of reagents not listed by theAmerican Chemical
77530-0429. Society, see Analar Standards for Laboratory Chemicals, BDH Ltd., Poole, Dorset,
Thesolesourceofsupplyoftheapparatusknowntothecommitteeatthistime U.K., and the United States Pharmacopeia and National Formulary, U.S. Pharma-
is Conoco Oil Co., P.O. Box 80430, Rochester, MI 48308. If you are aware of copeial Convention, Inc. (USPC), Rockville, MD.
alternative suppliers, please provide this information to ASTM International Available from Jacobs Equipment Distributing Company, 729 South Flores,
Headquarters.Your comments will receive careful consideration at a meeting of the San Antonio, TX 78204.
1 17
responsible technical committee, which you may attend. Drierite has been found to be satisfactory.An equivalent material can be used.
D6201 − 19a
TABLE 2 IVD Reference Base Fuel Typical Batch Properties and
analyses, report the results to the submitting laboratory, and
Transport and Storage Warning Lim
...

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: D6201 − 19 D6201 − 19a
Standard Test Method for
Dynamometer Evaluation of Unleaded Spark-Ignition Engine
Fuel for Intake Valve Deposit Formation
This standard is issued under the fixed designation D6201; 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 dynamometer test procedure for evaluation of intake valve deposit formation of unleaded
spark-ignition engine fuels. This test method uses a Ford Ranger 2.3 L four-cylinder engine. This test method includes detailed
information regarding the procedure, hardware, and operations.
1.2 The ASTM Test Monitoring Center (TMC) is responsible for engine test stand calibration as well as issuance of information
letters after test method modifications are approved by Subcommittee D02.A0 and Committee D02. Users of this test method shall
request copies of recent information letters from the TMC to ensure proper conduct of the test method.
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for
information only and are not considered standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use. Specific warning statements are given throughout this test method.
1.5 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 Facilities 6.1
Engine and Cylinder Head Build-Up and Measurement Area 6.1.1
Engine Operating Area 6.1.2
Fuel Injector Testing Area 6.1.3
Intake Valve Rinsing and Parts Cleaning Area 6.1.4
Parts Rating and Intake Valve Weighing Area 6.1.5
Test Stand Laboratory Equipment 6.2
Test Stand Configuration 6.2.1
Dynamometer Speed and Load Control System 6.2.2
Intake Air Supply System 6.2.3
Exhaust System 6.2.4
Fuel Supply System 6.2.5
Engine Control Calibration 6.2.6
Ignition System 6.2.7
Engine Coolant System 6.2.8
External Oil System 6.2.9
Temperature Measurement Equipment and Locations 6.2.10
Pressure Measurement Equipment and Locations 6.2.11
Flow Measurement Equipment and Locations 6.2.12
Speed and Load Measurement Equipment and Locations 6.2.13
Exhaust Emissions Measurement Equipment and Location 6.2.14
DPFE (EGR) Voltage Measurement Equipment and Location 6.2.15
This test method is under jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.A0.01 on Gasoline and Gasoline-Oxygenate Blends.
Current edition approved Nov. 1, 2019Dec. 1, 2019. Published November 2019December 2019. Originally approved in 1997. Last previous edition approved in 20182019
as D6201 – 18a.D6201 – 19. DOI: 10.1520/D6201-19.10.1520/D6201-19A.
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1453. Contact ASTM Customer
Service at [e-mail].
ASTM Test Monitoring Center (TMC), 6555 Penn Avenue, Pittsburgh, PA 15206-4489.
*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
D6201 − 19a
Subject Section
Ignition Timing Measurement Equipment and Location 6.2.16
Test Engine Hardware 6.3
Test Engine Parts 6.3.1
New Parts Required 6.3.2
Reusable Engine Parts 6.3.3
Special Measurement and Assembly Equipment 6.4
Reagents and Materials 7
Hazards 8
Reference Fuel 9
Preparation of Apparatus 10
Test Stand Preparation 10.1
Engine Block Preparation 10.2
Preparation of Miscellaneous Engine Components 10.3
Cylinder Head Preparation 10.4
Cylinder Head Assembly 10.5
Cylinder Head Installation 10.6
Final Engine Assembly 10.7
Calibration 11
Test Stand Calibration 11.1
Instrumentation Calibration 11.2
Procedure 12
Pretest Procedure 12.1
Engine Operating Procedure 12.2
Periodic Measurements and Functions 12.3
End of Test Procedures 12.4
Determination of Test Results 13
Post-Test Intake Valve Weighing Procedure 13.1
Photographs of Parts—General 13.2
Induction System Rating 13.3
Determination of Test Validity-Engine Conformance 13.4
Report 14
Precision and Bias 15
Keywords 16
D6201 − 19a
Subject Section
Annexes
Detailed Specifications and Photographs of Apparatus Annex A1
Engine Part Number Listing Annex A2
Statistical Equations for Mean and Standard Deviation Annex A3
1.6 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
D287 Test Method for API Gravity of Crude Petroleum and Petroleum Products (Hydrometer Method)
D381 Test Method for Gum Content in Fuels by Jet Evaporation
D525 Test Method for Oxidation Stability of Gasoline (Induction Period Method)
D873 Test Method for Oxidation Stability of Aviation Fuels (Potential Residue Method)
D1266 Test Method for Sulfur in Petroleum Products (Lamp Method)
D1298 Test Method for Density, Relative Density, or API Gravity of Crude Petroleum and Liquid Petroleum Products by
Hydrometer Method
D1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption
D1744 Test Method for Determination of Water in Liquid Petroleum Products by Karl Fischer Reagent (Withdrawn 2016)
D2427 Test Method for Determination of C through C Hydrocarbons in Gasolines by Gas Chromatography
2 5
D2622 Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-ray Fluorescence Spectrometry
D3237 Test Method for Lead in Gasoline by Atomic Absorption Spectroscopy
D4057 Practice for Manual Sampling of Petroleum and Petroleum Products
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
D4814 Specification for Automotive Spark-Ignition Engine Fuel
D4953 Test Method for Vapor Pressure of Gasoline and Gasoline-Oxygenate Blends (Dry Method)
D5059 Test Methods for Lead in Gasoline by X-Ray Spectroscopy
D5190 Test Method for Vapor Pressure of Petroleum Products (Automatic Method) (Withdrawn 2012)
D5191 Test Method for Vapor Pressure of Petroleum Products and Liquid Fuels (Mini Method)
D5302 Test Method for Evaluation of Automotive Engine Oils for Inhibition of Deposit Formation and Wear in a Spark-Ignition
Internal Combustion Engine Fueled with Gasoline and Operated Under Low-Temperature, Light-Duty Conditions (Withdrawn
2003)
D5482 Test Method for Vapor Pressure of Petroleum Products (Mini Method—Atmospheric)
D5500 Test Method for Vehicle Evaluation of Unleaded Automotive Spark-Ignition Engine Fuel for Intake Valve Deposit
Formation
E203 Test Method for Water Using Volumetric Karl Fischer Titration
E1064 Test Method for Water in Organic Liquids by Coulometric Karl Fischer Titration
2.2 ANSI Standard:
MC96.1 Temperature Measurement-Thermocouples
2.3 Coordinating Research Council (CRC):
CRC Manual 16, Carburetor and Induction System Rating Manual
2.4 SAE Standard:
J254 Instrumentation and Techniques for Exhaust Gas Emissions Measurement
3. Terminology
3.1 For general terminology, refer to Terminology D4175.
3.2 Definitions:
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
The last approved version of this historical standard is referenced on www.astm.org.
Available from American National Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036, http://www.ansi.org.
Available from the Coordinating Research Council, Inc., 5755 North Point Pkwy, Suite 265, Alpharetta, GA 30022, http://www.crcao.org.
Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale, PA 15096, http://www.sae.org.
D6201 − 19a
3.2.1 base fuel, n—in automotive spark-ignition engine fuels, a material composed primarily of hydrocarbons that may also
contain oxygenates, anti-oxidants, corrosion inhibitors, metal deactivators, and dyes but does not contain deposit control or lead
additives. D5500
3.2.1.1 Discussion—
A jurisdiction may set limits on lead content from all sources.
3.2.2 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.
3.2.3 deposit control additive, n—material added to the fuel to prevent or remove deposits in one or more of the engine fuel,
intake, and combustion systems. D5500
3.2.3.1 Discussion—
For the purpose of this test method, the performance evaluation of a deposit control additive is limited to the tulip area of intake
valves.
3.2.4 intake valve deposit, n—material accumulated on the tulip area of the intake valve of internal combustion engines,
generally composed of carbon, decomposition products of fuel, lubricant, and additives, and atmospheric contaminants. D5500
3.3 Definitions of Terms Specific to This Standard:
3.3.1 exhaust emissions, n—combustion products from the test fuel including unburned hydrocarbons (HC), carbon monoxide
(CO), carbon dioxide (CO ), unreacted oxygen (O ), and oxides of nitrogen (NO ).
2 2 x
3.3.2 intake system, n—components of the engine whose function it is to prepare and deliver an air/fuel mixture to the
combustion chamber and includes the throttle, intake manifold, exhaust gas recirculation (EGR) and positive crankcase ventilation
(PCV) ports, cylinder head runners and ports, intake valves, and fuel injectors.
3.3.3 intake valve deposit, n—material accumulated on the tulip area of the intake valve, generally composed of carbon, other
fuel, lubricant, and additive decomposition products, and atmospheric contaminants.
3.3.3 test fuel, n—base fuel with or without the addition of a deposit control additive.
4. Summary of Test Method
4.1 This test method utilizes a 1994 Ford 2.3 L in-line, four cylinder, Ford Ranger truck engine with 49 state emission
calibration. The cylinder block and cylinder head are constructed of cast iron. The engine features an overhead camshaft, a
cross-flow, fast burn cylinder head design, and electronic port fuel injection.
4.2 Each test engine is built to a rigid set of specifications using a specially designated intake valve deposit parts kit produced
by the Ford Motor Co. (see Table A2.3). New, weighed, intake valves are used to rebuild the cylinder head. A standard engine oil
is used for each test and a new oil filter is installed. The test engine is subjected to a rigorous quality control procedure to verify
proper engine operation. To ensure compliance with the test objective, data acquisition of key parameters is utilized during test
operation.
4.3 The complete fuel system is flushed of test fuel from the previous test. The fuel system is then filled with the new test fuel.
4.4 The engine is operated on a cycle consisting of two stages. The first stage comprises operating the engine at 2000 r ⁄min and
30.6 kPa (230 mm Hg) manifold absolute pressure for 4 min. The second stage comprises operating the engine at 2800 r ⁄min and
71.8 kPa (540 mm Hg) manifold absolute pressure for 8 min. Ramp time between each stage is 30 s and is independent of the stage
times. The cycle is repeated for 100 h.
5. Significance and Use
5.1 Test Method—The Coordinating Research Council sponsored testing to develop this test method to evaluate a fuel’s
tendency to form intake valve deposits.
5.1.1 State and Federal Legislative and Regulatory Action—Regulatory action by California Air Resources Board (CARB) and
the United States Environmental Protection Agency (EPA) necessitate the acceptance of a standardized test method to evaluate
the intake system deposit forming tendency of an automotive spark-ignition engine fuel.
5.1.2 Relevance of Results—The operating conditions and design of the engine used in this test method are not representative
of all engines. These factors shall be considered when interpreting test results.
State of California Air Resources Board—Stationary Source Division, Test Method for Evaluating Intake Valve Deposits (IVDs) in Vehicle Engines (California Code
of Regulations, Title 13, Section 2257). Available from the California Air Resources Board, P.O. Box 2815, Sacramento, CA 95812.
Clean Air Act Amendments of 1990. Available from the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402.
D6201 − 19a
5.2 Test Validity:
5.2.1 Procedural Compliance—The test results are not considered valid unless the test is completed in compliance with all
requirements of this test method. Deviations from the parameter limits presented in Sections 12 – 14 will result in an invalid test.
Apply engineering judgment during conduct of the test method when assessing any anomalies to ensure validity of the test results.
5.2.2 Engine Compliance—A test is not considered valid unless the test engine meets the quality control inspection requirements
as described in Sections 10 and 12.
6. Apparatus
NOTE 1—Photographs are provided in Annex A1 depicting the required apparatus and suggesting appropriate design details.
6.1 Laboratory Facilities:
6.1.1 Engine and Cylinder Head Build-up and Measurement Area—The engine and cylinder head build-up and measurement
area shall be reasonably free from contaminants and maintained at a uniform temperature 63 °C (65 °F) between 10 °C to 27 °C
(50 °F to 80 °F).
6.1.2 Engine Operating Area—The engine operating area should be relatively free from contaminants. The temperature and
humidity level of the operating area are not specified. Air from a fan can be routed on to the production air intake system to assist
in maintaining intake air temperature control.
6.1.3 Fuel Injector Testing Area—The fuel injector testing area shall be reasonably free of contaminants. The humidity should
be maintained at a uniform comfortable level. (Warning—In addition to other precautions, provide adequate ventilation and fire
protection in areas where flammable or volatile liquids and solvents, or both, are used.)
6.1.4 Intake Valve Rinsing and Parts Cleaning Area—The intake valve rinsing and parts cleaning area shall be reasonably free
of contaminants. The humidity should be maintained at a uniform comfortable level. Because of the delicate nature of the deposits,
do not subject the deposits to extreme changes in temperature or humidity. (Warning—In addition to other precautions, provide
adequate ventilation and fire protection in areas where flammable or volatile liquids and solvents, or both, are used.)
6.1.5 Parts Rating and Intake Valve Weighing Area—The parts rating area and the intake valve weighing area shall be
reasonably free of contaminants.
6.2 Test Stand Laboratory Equipment:
6.2.1 Test Stand Configuration—An example of a similar test stand configuration is described in Test Method D5302 (Sequence
VE lubricant test method) since the same Ford 2.3 L base engine is utilized. Mount the engine on the test stand so that the flywheel
friction face is 4.0° 6 0.5° from the vertical with the front of the engine higher than the rear. The engine shall be coupled directly
to the dynamometer through a driveshaft. A test stand set-up kit is detailed in Table A2.1. A special “dynamometer laboratory”
wiring harness, Part No. DTSC.260.113.00E is required. Engine driven accessories include engine water pump and alternator or
idler pulley configuration as detailed in 10.7.9. If an alternator is installed, it is to serve only as an idler pulley; it is not to be
energized.
6.2.2 Dynamometer Speed and Load Control System—The dynamometer used for this test is the Midwest 1014, 175
horsepower, dry gap dynamometer or equivalent. Equivalency means that the dynamometer and dynamometer control system shall
be capable of controlling the procedural specifications as detailed in Table 1 and the stage transitions to the specifications in
13.4.3.1 and 13.4.4.1.
6.2.3 Intake Air Supply System—The intake air supply system shall be capable of controlling moisture content, dry bulb
temperature, and inlet air pressure as specified in Table 1. See 10.7.8 and Fig. A1.4 for details of connection of the laboratory intake
air system to the engine.
6.2.3.1 Intake Air Humidity—Determination of the dew point may be made either in the laboratory main duct system or at the
test stand. However, maintain duct surface temperature at all points downstream of the humidity measurement point above the dew
point to prevent condensation loss (loss of absolute humidity).
6.2.3.2 Correct each reading for non-standard barometric conditions using the following equation:
Humidity corrected , g/kg 5 621.98 3 P / P 2 P (1)
~ ! ~ ~ !!
sat bar sat
where:
P = saturation pressure, mm Hg, and
sat
P = barometric pressure, mm Hg.
bar
6.2.4 Exhaust System—The laboratory exhaust system shall have the capability of controlling exhaust back pressure as specified
in Table 1. The exhaust system shall include the back pressure control valve, exhaust back pressure probe, exhaust emissions probe
or UEGO (Lambda) sensor, and the engine oxygen sensor. The Ford production exhaust manifold is to be used to connect the
engine to the laboratory exhaust system. Fig. A1.6 and 6.2.11.5 give details regarding the exhaust back pressure probe
configuration and location, and Fig. A1.6 and 6.2.14 give details regarding the exhaust emissions probe configuration and location.
A catalytic converter may be installed downstream of the exhaust back pressure and air-fuel ratio probes.
6.2.5 Fuel Supply System—A schematic diagram of a typical fuel supply system is shown in Fig. A1.7. Supply an excess volume
of fuel to the fuel rail at all times. Introduce make-up fuel (fuel used by the engine) into the loop from an external source. Mix
the make-up fuel with fuel that is returned from the fuel rail (fuel not used by the engine). Pump the fuel through a mixing chamber,
D6201 − 19a
TABLE 1 IVD Dynamometer Test Operating Parameters and
A
Specifications
A
Parameter Specification
Stage . 1 2
Time Stage length, min 4 8
Engine Engine speed, r/min 2000 ± 25 2800 ± 15
Loading Engine load, kW <5 record
Engine Inlet temperature, °C 101 + 3, –5 101 ± 3
Oil Outlet temperature, °C record
Inlet pressure, kPa gage record
Outlet temperature, °C 90 ± 3
Engine Inlet temperature, °C record
Cooling Delta pressure, kPa gage <41
Flowrate, L/min record 64.4 ± 1.9
Intake Inlet temperature, °C 32 ± 3
Air Inlet pressure, kPa gage 0.05 ± 0.01
Inlet humidity (corrected), g/Kg 11.4 ± 0.7
Engine Manifold absolute pressure, kPa 30.6 ± 1.3 71.8 ± 1.3
Breathing Exhaust back pressure, kPa abs 102 ± 1 105 ± 1
Flow—kg/h record
Engine Flow—total kg record
Fueling Inlet temperature, °C 28 ± 5
Equivalence ratio or 1.00 ± 0.03
Exhaust O , volume % record 0.5 ± 0.3
Emissions CO , volume % record
CO, volume % record 0.7 ± 0.4
NO , ppm (optional) record
x
EGR, voltage record
Other Blowby, corrected rate, L/min . record
Spark advance, ° BTDC 30 ± 3 25 ± 3
A
Maintain all parameters as close to midrange as possible. The engine load in
Stage 1 should be less than 5 kW. The ramp time between each stage is 30 s.
Ramp the speed and manifold absolute pressure linearly and at the same time.
Fifteen seconds into each ramp the speed shall be 2400 r ⁄min ± 75 r ⁄min, and the
manifold absolute pressure shall be 51.2 kPa ± 6.6 kPa (385 mm Hg ± 50 mm Hg).
or small heat exchanger, which is used to mix the two streams and provide fuel of consistent temperature to the engine as specified
in Table 1. Deliver the fuel to a high-pressure pump that boosts the pressure and supplies the fuel to the fuel rail.
6.2.6 Engine Control Processor Calibration and Main Engine Wiring Harness—Two engine control EEC-IV processors are
required for use in this test method, one for use during new engine break-in and one for test operation. The processor for new
engine break-in, as detailed in 12.1.6, shall be the Ford Ranger non-modified manual transmission calibration EEC-IV processor
(Part No. F47F-12A650-BGC) which is available from local Ford dealers. The specified engine control calibration for the test
operation, as detailed in Table 1, shall be the modified Ford Ranger manual transmission calibration EEC-IV processor
(OHTIVD-001-02) available from OH Technologies, Inc. See Annex A2 for further details. The system should properly control
the air-fuel ratio, the EGR and the ignition timing throughout the test. No other method shall be used in conjunction with or in
place of the specified EEC-IV processor to adjust the air-fuel ratio, EGR or ignition timing.
6.2.7 Ignition System—See 6.2.6 for engine control EEC-IV processors which shall be used for ignition system control. See
Annex A2 for a listing of other required ignition system components.
6.2.8 Engine Coolant System—A typical cooling system is detailed in Fig. A1.11.
6.2.8.1 Control the coolant outlet temperature and flow rate according to the specifications listed in Table 1. The thermostat is
not used. The coolant capacity is 21 L 6 4 L.
6.2.9 External Oil System—Configure the external oil system in accordance with the photographs shown in Fig. A1.8 and Fig.
A1.9. An oil system adapter assembly (OHT6A-007-1 ) is required. The heat exchanger should be mounted in a vertical plane.
Be sure all hoses and fittings on the oil heat exchanger are properly connected and secure.
The sole source of supply of the apparatus known to the committee at this time is OH Technologies, Inc., P.O. Box 5039, Mentor, OH 44061-5039. 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.
D6201 − 19a
6.2.10 Temperature Measurement Equipment and Locations—Temperature measurement locations for the procedurally required
temperatures are specified. Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of
existing test stand instrumentation. The accuracy and resolution of the temperature measurement sensors and complete temperature
measurement system shall follow the guidelines detailed in ASTM Research Report RR:D02-1218. If thermocouples are used,
all thermocouples except the intake air thermocouple shall be premium, sheathed types. The intake air thermocouple may be an
open-tip type. Thermocouples between 3.0 mm and 6.5 mm (0.125 in. and 0.25 in.) diameter may be used. However, minimum
diameter thermocouples are recommended at locations which require short immersion depths to prevent undesirable temperature
gradients. Thermocouple, wires, and extension wires shall be matched to perform in accordance with the limits of error as defined
by ANSI publication MC96.1-1975. Type J (Iron-Constantan), Type T (Copper-Constantan), or Type K (Chromel-Alumel)
thermocouples are acceptable and if RTDs are used, they shall be of a quality to give equivalent readings to the specified premium
thermocouples. Temperature sensors shall not have greater than 5 cm (2 in.) of sheath exposed to lab ambient. All temperature
sensor probe tips shall be located in the center of the stream of the medium being measured unless otherwise specified.
6.2.10.1 Engine Oil Inlet—Install the temperature sensor tip at the center of the flow stream through the oil filter adapter housing
at the engine (See 6.2.9, Fig. A1.8, and Fig. A1.9).
6.2.10.2 Engine Oil Outlet—Install the temperature sensor tip at the center of the flow stream through the cross fitting attached
to the bottom of the heat exchanger (see Fig. A1.8).
6.2.10.3 Engine Coolant Inlet—Install the temperature sensor tip at the center of the flow stream between the coolant heat
exchanger and the engine at a distance of 430 mm 6 100 mm from the coolant inlet at the engine block.
6.2.10.4 Engine Coolant Outlet—Install the temperature sensor tip at the center of the flow stream through the thermostat
housing within 50 mm of the coolant exit orifice on the cylinder head.
6.2.10.5 Intake Air Inlet—Locate the intake air temperature sensor probe in the production air filter housing between the air filter
and the engine intake manifold. Install the temperature sensor probe tip 50 mm 6 10 mm into the housing and perpendicular to
the housing (see Fig. A1.7).
6.2.10.6 Fuel Temperature—Install the temperature sensor tip at the center of the flow stream after the high pressure pump and
just prior to the engine fuel rail (see Fig. A1.7).
6.2.11 Pressure Measurement Equipment and Locations—Pressure measurement locations for the procedurally required
pressures are specified. Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of
existing test stand instrumentation. The accuracy and resolution of the pressure measurement sensors and complete pressure
measurement system shall follow the guidelines detailed in ASTM Research Report RR:D02-1218.
6.2.11.1 Oil Inlet—Measure the oil inlet pressure at the oil filter adapter housing (see Fig. A1.9 and 6.2.9).
6.2.11.2 Coolant Delta Pressure (outlet–inlet)—The coolant delta pressure determines the flow restrictions of the external
cooling system. The measurement is the resultant of the absolute value of the difference between the pressure measured as the
coolant exists the cylinder head and prior to the coolant entering the water pump. Make pressure measurements within 300 mm
of these locations.
6.2.11.3 Air Inlet—Locate the intake air pressure probe in the production air filter housing between the air filter and the engine
intake manifold. Install the probe 5 mm 6 3 mm into the housing.
6.2.11.4 Manifold Absolute Pressure—Measure manifold absolute pressure between the vacuum tree and the intake manifold
(see Fig. A1.5).
6.2.11.5 Exhaust Back Pressure—Measure exhaust back pressure downstream of the engine oxygen sensor at a distance no
greater than 400 mm and at the center of the exhaust stream. Fig. A1.6 gives details regarding the exhaust back pressure probe
configuration and location. A condensate trap should be installed between the probe and sensor to accumulate water present in the
exhaust gas.
6.2.11.6 Crankcase Pressure—Measure the crankcase pressure at the dipstick tube. The sensor shall be capable of measuring
positive and negative pressure.
6.2.12 Flow Measurement Equipment and Locations—Flow measurement locations for the procedurally required flows are
specified. Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of existing test stand
instrumentation. The accuracy and resolution of the flow measurement sensors and complete flow measurement system shall follow
the guidelines detailed in ASTM Research Report RR:D02-1218.
6.2.12.1 Engine Coolant—Measure the engine coolant flow rate in an area most applicable to the flow measurement device used
so that the most accurate measurement can be taken.
6.2.12.2 Fuel—The fuel system shall be configured so that the fuel return line from the fuel rail returns downstream of the fuel
flow measurement device so that only the make-up fuel flow is measured (see Fig. A1.7).
6.2.13 Speed and Load Measurement Equipment and Locations—Speed and load measurement locations for the procedural
required speeds and loads are not specified. Specific measurement equipment is not specified. This allows reasonable opportunity
for adaptation of existing test stand instrumentation. The accuracy and resolution of the speed and load measurement sensors and
complete speed and load measurement system shall follow the guidelines detailed in ASTM Research Report RR:D02-1218.
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1218. Contact ASTM Customer
Service at [e-mail].
D6201 − 19a
6.2.14 Exhaust Emissions Measurement Equipment and Location—Engine air-fuel ratio may be monitored either by a “real
time” equivalence ratio measurement system or by exhaust gas analysis (measurement of O , CO, and CO ). With either system,
2 2
measurements are to be made downstream of the engine oxygen sensor at a distance no greater than 400 mm and at the center of
the exhaust stream.
6.2.14.1 Real Time—Equivalence Ratio Measurement System—It is recommended that a real time equivalence ratio
measurement system be utilized. One example of a typical system is the Horiba Model MEXA 110. The system utilizes an extended
range exhaust gas oxygen sensor (UEGO) air-fuel sensor that is inserted into the exhaust gas stream. The instrument gives
instantaneous equivalence ratio measurement which provides the ability to detect when the engine is not operating at normal
equivalence ratio conditions (usually indicating an engine or engine management system problem), thus allowing for a problem
to be addressed as it occurs. If an equivalence ratio system is utilized, the hydrogen/carbon (H/C) ratio for the specific fuel being
run shall be input into the analyzer before conducting the engine test.
6.2.14.2 Exhaust Gas Analysis—Precision instruments for measurement of O , CO, and CO are required if exhaust emissions
2 2
are measured for air-fuel ratio determination. Measurement of NO is optional. Equipment suitable for automobile emission
x
measurements is recommended. Precision non-dispersive infrared instrumentation for CO and polarographic instrumentation for
O are suggested (see SAE J254). Response time is an important consideration in the performance of this instrumentation. Fig.
A1.6 provides details regarding the exhaust emissions probe configuration and location.
6.2.15 DPFE (EGR) Voltage Measurement Equipment and Location—DPFE voltage measurement locations for the procedural
requirements shall be measured at Pin 27 of the EEC-IV processor. Pin 46 is signal return (ground). Specific measurement
equipment is not specified. This allows reasonable opportunity for adaptation of existing test stand instrumentation. The accuracy
and resolution of the DPFE voltage measurement equipment shall follow the guidelines detailed in ASTM Research Report
RR:D02-1218.
6.2.16 Ignition Timing Measurement Equipment and Location—Specific measurement locations and equipment for the
measurement of spark advance are not specified.
6.3 Test Engine Hardware—This section specifies the engine hardware required for testing.
6.3.1 Test Engine Parts—The test engine parts required are detailed in Annex A2. The Engine Parts Kit in Table A2.3 contains
a new cylinder head and the necessary parts for assembling the cylinder head for four tests.
6.3.2 New Engine Parts Required—The following table contains those new parts to be used for preparing the engine to run this
test method.
Belt, camshaft drive
Bolt, head to block
Filter, air
Filter, fuel
Filter, oil
Gasket, EGR valve
Gasket, exhaust manifold
Gasket, head
Gasket, low manifold - head
Gasket, plenum manifold
Gasket, rocker arm cover
Gasket - throttle body
Gasket, water outlet connection
PCV valve
Seal, cam
Seal, exhaust valve
Seal, intake valve
Spark plugs
Valve, exhaust
Valve, intake
6.3.3 Reusable Engine Parts—The parts listed in the following table may be reused. The replacement frequency is listed in the
footnotes. Discard all parts when they become unserviceable.
Air cleaner tube assembly, out
Air cleaner tube assembly, in
Air cleaner assembly
Alternator or idler pulley assembly
Belt, alternator or idler pulley
Bolt, cam sprocket
Camshaft
Coil
A
Cylinder head
EEC-IV processor
Engine wire harness
B
Engine assembly
C
Fuel injector
Filter, air
Guide, timing belt
Hose, DPFE
D6201 − 19a
Ignition control assembly
Ignition wire, LH
Ignition wire, RH
Key, valve spring retainer
Lash adjusters
Plate, cam
Pulley water pump
Regulator, EGR vacuum (EVR)
Retainers
Rocker arms
S&W, cam plate
Sensor, air charge temperature
(ACT)
Sensor, crankshaft timing assembly
Sensor, engine coolant temperature
(ECT)
Sensor, heated exhaust gas O
(HEGO)
Sensor, mass air flow (MAF)
Sensor, pressure feedback EGR
Assembly (PFE)
Sensor, throttle position (TPS)
Sprocket, cam
Valve, EGR
D
Valve spring and damper
Washer, cam sprocket
A
The cylinder head may be reused as long as it meets the procedural requirements for buildup as detailed in 10.4 and 10.5.
B
The engine assembly may be reused depending on the condition of the cylinder head bolt holes, cylinder bore wear, blowby, and oil consumption. Procedural
requirements have yet to be determined. Refer to 12.4 for procedural requirements for oil consumption.
C
The fuel injectors may be reused as long as they meet the procedural requirements detailed in 10.3.1.
D
Reuse the valve springs as long as they meet the procedural requirements detailed in 10.4.
6.4 Special Measurement and Assembly Equipment:
6.4.1 Graduated Cylinder—Blending of the deposit control additive may be required and the concentration may be given as a
volumetric ratio. Use a sensible sized container for measuring.
6.4.2 Analytical Balance—Blending of the additive may be required and the concentration may be given as a mass ratio. An
analytical balance capable of 0.01 g resolution with a maximum capacity of at least 2000 g is recommended. Also, a balance is
required to determine intake valve weight, which is approximately 100 g, with accuracy of 0.25 % of full scale and resolution of
0.0001 g. Calibrate the balance following the manufacturer’s procedure and frequency recommendations.
6.4.3 Desiccator—An airtight chamber with lid shall contain an adequate amount of desiccant to maintain a relatively
moisture-free environment for intake valves with deposits. (see 7.8).
6.4.4 Oven—Use a natural convection oven that is capable of maintaining 93 °C 6 5 °C (200 °F 6 9 °F) for evaporating the
cleaning solvents from the valves. The oven shall have sufficient dimensions to stand the valve upright. There shall be no arcing
contacts in the oven.
6.4.5 Power Wire Wheel—Use a power wire wheel (bench grinder fitted with a fine, 150 mm (6 in.) diameter steel wire wheel)
to clean the intake valves as specified. See 13.1.
6.4.6 Walnut Shell Blaster—Similar to a sand blaster, the walnut shell blaster uses shop air pressure; however, a fine, abrasive
media of crushed walnut shells is used instead of sand. The walnut shells are sufficiently abrasive to remove carbon while not
removing metal from the surface being cleaned. The walnut shell blaster technique is more effective than solvents and generally
preferred over a wire brush for removing carbon deposits from the valves and the cylinder head.
6.4.7 Valve Stem and Guide Measuring Equipment—Specific equipment to measure valve stem-to-guide clearances in the
cylinder head as required in this test method (see 10.4.6) is not specified. Use any commercially available automotive equipment
that is capable of measuring to the specifications and tolerances listed in 10.4.6.
6.4.7.1 Accurate measurements are mandatory to determine stem-to-guide clearance as this parameter can affect oil
consumption and intake valve deposit accumulation.
6.4.8 Vernier Caliper—A vernier caliper is necessary to measure valve seat width of the cylinder head as required in this test
method (see 10.4.7).
6.4.8.1 Accurate measurement of valve seat width is required as this parameter can affect heat transfer from the valves,
particularly the intake valve and the surface where deposits may accumulate, ultimately affecting deposit accumulation.
6.4.9 Valve Spring Compression Testing Machine—A valve spring compression testing machine capable of assessing valve
spring condition as specified in 10.4.9 is required. The device shall have an accuracy of 2 % and a resolution of 0.45 kg (1 lb).
6.4.10 Valve Lapping Tool—Use a device to rotate or oscillate the valves on the seat to lap the valves. Suitable valve lapping
tools are available from automotive tool supply sources. See 10.4.3.
6.4.11 Valve and Valve Seat Cutting Equipment—Equipment may be needed to ensure valve and valve seat mating quality as
outlined in 10.4.2. Acceptable equipment is available from automotive tool supply sources.
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6.4.12 Blowby Measurement Apparatus—The blowby measurement apparatus is a device to measure flow rate of the gas passing
the piston rings and entering the crankcase. This flow rate provides an indication of the condition of the piston rings and cylinder
bore and, therefore, is used as a quality assurance criteria. The device shall have an accuracy of 5 % full scale and a resolution
of 0.3 L ⁄min (0.01 ft /min).
6.4.13 Fuel Injector Test Rig—A suitable device capable of accurate, repeatable flow measurement of port fuel injectors is
required. This device shall be capable of performing necessary port fuel injector evaluations as outlined in 10.3.1. No suitable
commercially available apparatus has been identified.
6.4.14 PCV Valve Flow Rate Device—This device is used to verify the flow rate of the PCV valves. Fabricate the device
according to the details shown in Fig. A1.10.
6.4.15 Timing Light—An inductive pickup timing light may be used to measure ignition timing.
7. Reagents and Materials
7.1 Fuel:
7.1.1 Fuel Management—Fuel management is very critical in this test. The following procedure shall be used each time a new
base fuel batch will be used in testing:
7.1.1.1 The base fuel storage container(s) shall be relatively free from all contaminants.
7.1.1.2 Take at least a 900 mL fuel sample of the delivered base fuel before the base fuel is installed into the fuel storage
container(s). The fuel sample shall be representative of the overall base fuel.
7.1.1.3 Flush the fuel storage container(s) with the base fuel.
7.1.1.4 Add the base fuel to the storage container(s).
7.1.1.5 Take at least a 900 mL fuel sample after the fuel storage container(s) are flushed with the base fuel and the base fuel
has been installed into the fuel storage container(s). The fuel sample shall be representative of the overall base fuel.
7.1.2 Test Fuel Quantity—Approximately 950 L (250 gal) of test fuel (including all flushes) is required for the test.
7.1.3 Additive/Base Fuel—Some test requesters may require the test fuel be blended at the test laboratory and, therefore, will
supply the neat deposit control additive and untreated base fuel. The test requester shall supply the deposit control additive and
base fuel in appropriate volumes and packaging to ensure safe and efficient handling. Blending instructions detailing the
concentration ratio either volumetric-based or mass-based shall accompany all deposit control additives. Mass-based measurement
is preferred. However, it is most desirable to have the additive supplied in premeasured, individual containers. Clearly identify the
blended fuel.
7.1.4 Test Fuel—Test fuel containing deposit control additive shall be a homogeneous blend of additives and base fuel. Blend
sufficient fuel before the start of the test. The fuel may be stored in drums or tankage, and shall be labeled clearly to prevent
misfueling. Measure and record quantities of fuel and additive blended and dispensed for use in determining the fuel consumption.
7.1.5 Engine Break-in Fuel—The engine break-in fuel shall comply with Specification D4814 requirements or Haltermann
EEE or equivalent. Approximately 380 L (100 gal) are required for engine break-in.
NOTE 2—Consider using a fuel with a minimum octane rating of 92 ((R+M)/2) to avoid detonation in the engine during the break-in period.
7.1.6 Reference Fuel—See Section 9 regarding reference fuel requirements and specifications.
7.2 Engine Oil/Assembly Lubricant—The standard engine oil and assembly lubricant shall be the IVD Reference Oil (IVD
Dynamometer Reference Oil). Approximately 4.7 L (5 qt) are needed for this test method, including engine assembly and initial
crankcase fill.
7.3 Engine Coolant—The coolant is a mixture of equal volumes of a commercial ethylene glycol based low-silicate antifreeze
and distilled or demineralized water. Do not use uninhibited ethylene glycol.
7.4 Solvents and Cleaners:
7.4.1 Normal-Hexane or Cyclohexane—The valves are rinsed with either n-hexane or cyclohexane. (Warning—In addition to
other precautions, provide adequate ventilation and fire protection in areas where flammable or volatile liquids and solvents, or
both, are used. Suitable protective clothing is recommended.)
NOTE 3—Reagent-grade chemicals will be used for all test procedures. Unless otherwise noted, it is intended that all reagents conform to the
specifications of the Committee on Analytical Reagents of the American Chemical Society, where such specifications are available. Other grades may
be used provided it is first ascertained that the reagent is of sufficient purity to permit its use without lessening the accuracy of the determination.
IVD Reference Base fuel is a product of Haltermann Products, subsidiary of the Dow Chemical Company,1201 S. Sheldon Rd., P.O. Box 429, Channelview, TX
77530-0429.
The sole source of supply of the apparatus known to the committee at this time is Conoco Oil Co., P.O. Box 80430, Rochester, MI 48308. 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.
ACS Reagent Chemicals, Specifications and Procedures for Reagents and Standard-Grade Reference Materials, American Chemical Society, Washington, DC. For
suggestions on the testing of reagents not listed by the American Chemical Society, see Analar Standards for Laboratory Chemicals, BDH Ltd., Poole, Dorset, U.K., and
the United States Pharmacopeia and National Formulary, U.S. Pharmacopeial Convention, Inc. (USPC), Rockville, MD.
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7.4.2 Naphtha Solvent—Stoddard solvent conforming to Type I of Specification D235 is recommended. Proprietary solvents of
this general type may be used. This fluid may be used for cleaning parts (that is, valve train parts, cylinder head, intake manifold,
throttle body) and as a fuel injector test fluid.
7.5 Fuel Injector Flow Test Fluid—Use naphtha solvent (see 7.4.2).
7.6 Valve Lapping Compound—Use Fel Pro Clover 320 Grade 1A silicon carbide grease compound (Part No. 1A51804) valve
lapping compound.
7.7 Crushed Walnut Shells—A walnut shell blaster may be used to remove carbon and deposits from the head or, if necessary,
from the intake valves at end-of-test (see 13.1.6.1). Use clean, fresh walnut shells which are available commercially from industrial
and automotive supply sources.
7.8 Desiccant—Use a granular form of anhydrous calcium sulfate (CaSO ). When not in use, store the desiccant in an airtight
container.
8. Hazards
8.1 Specific Hazards—Personnel are exposed to various hazards while in the testing area. Take appropriate care to ensure the
safety of all personnel while in the testing area.
9. Reference Fuel
9.1 Reference Base Fuel Batch Approval Process—Each new batch of IVD reference base fuel is approved by the following
process:
9.1
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