ASTM D8279-23a

Standard Test Method for Determination of Timing-Chain Wear in a Turbocharged, Direct-Injection, Spark-Ignition, Four-Cylinder Engine

SIGNIFICANCE AND USE
5.1 This test method evaluates an automotive engine oil's lubricating efficiency in inhibiting timing-chain lengthening under operating conditions selected to accelerate timing-chain wear. Varying quality reference oils of known wear performance were used in developing the operating conditions of the test procedure.  
5.2 The test method can be used to screen lubricants for satisfactory lubrication of an engine timing chain and has application in gasoline, automotive, engine-oil specifications. It is expected to be used in specifications and classifications of engine lubricating oils, such as the following:  
5.2.1 ILSAC GF-6.  
5.2.2 Specification D4485.  
5.2.3 SAE Classification J183.
SCOPE
1.1 Undesirable timing-chain wear has been observed with gasoline, turbocharged, direct-injection (GTDI) engines in field service, and data from correlating laboratory engine tests have shown that chain wear can be affected by appropriately formulated engine lubricating. A laboratory engine test has been developed to provide a means for screening lubricating oils for that specific purpose. The laboratory engine test is 216 h in length, conducted under varying conditions, and the increase in timing-chain length determined at the end of test is the primary result. This test method is commonly known as the Sequence X, Chain Wear (CW) Test.  
1.2 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.  
1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or specified single source equipment.  
1.3 Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Test Engine  
6.1  
Reagents and Materials  
7  
Preparation of Apparatus  
8  
Timing-chain Preparation, Installation, and Measurement  
8.20  
Test Stand Installation  
8.21  
Electronic Throttle Controller  
8.21.17  
Temperature Measurement  
8.23  
Pressure Measurement  
8.24  
Flowrate Measurement  
8.25  
Blowby Flowrate  
8.26  
Stand Calibration  
9  
Test Procedure  
10  
Pre-Test Procedure and Engine Break-In  
10.1  
Engine Start-up Procedures  
10.2  
Test Sequence  
10.3  
Engine Shutdown Procedures  
10.4  
Blowby Flowrate Measurement  
10.5  
Parameter Logging  
10.6  
Oil Consumption Calculation  
10.7  
General Maintenance  
10.8  
Special Maintenance Procedures  
10.9  
Blowby Flowrate Adjustment  
10.10  
Diagnostic Data Review  
11  
Test Results  
12  
Report  
13  
Precision and Bias  
14  
Keywords  
15  
ANNEXES  
ASTM TMC Organization  
Annex A1  
ASTM TMC: Calibration Procedures  
Annex A2  
ASTM TMC: Maintenance Activities  
Annex A3  
ASTM TMC: Related Information  
Annex A4  
Engine and Stand Parts  
Annex A5  
Safety Precautions  
Annex A6  
Engine Rebuild Templates  
Annex A7  
Engine Build Records  
Annex A8  
Cylinder Head Build  
A8.1  
Cylinder Bore Measurement  
A8.2  
Bearing Journal Measurements  
A8.3  
Engine Part Photographs, Schematics and Figures  
Annex A9  
Control and Data Acquisition Requirements  
Annex A10  
Dipstick Oil Level to Charge Conversions  
Annex A11  
Sequence X Report Forms and Data Acquisition  
Annex A12  
APPENDIXES  
Sources of Materials and Information  
Appendix X1  
Suggested Designs for Engine Fixing Brackets  
Appendix X2  
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 limitati...

General Information

• Status: Published
• Publication Date: 30-Sep-2023
• ICS: 43.040.01 - Road vehicle systems in general
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0 - Automotive Lubricants

Relations

• Replaces: ASTM D8279-23 - Standard Test Method for Determination of Timing-Chain Wear in a Turbocharged, Direct-Injection, Spark-Ignition, Four-Cylinder Engine
• Effective Date: 01-Oct-2023
• Refers: ASTM D445-24 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Apr-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D8291-23 - Standard Test Method for Evaluation of Performance of Automotive Engine Oils in the Mitigation of Low-Speed, Preignition in the Sequence IX Gasoline Turbocharged Direct-Injection, Spark-Ignition Engine
• Effective Date: 01-Jul-2023
• Refers: ASTM D4175-23 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D445-21e2 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 15-May-2021
• Referred By: ASTM D4485-22e1 - Standard Specification for Performance of Active API Service Category Engine Oils
• Effective Date: 01-Oct-2023
• Referred By: ASTM D8291-23a - Standard Test Method for Evaluation of Performance of Automotive Engine Oils in the Mitigation of Low-Speed, Preignition in the Sequence IX Gasoline Turbocharged Direct-Injection, Spark-Ignition Engine
• Effective Date: 01-Oct-2023

Overview

ASTM D8279-23a: Standard Test Method for Determination of Timing-Chain Wear in a Turbocharged, Direct-Injection, Spark-Ignition, Four-Cylinder Engine is a comprehensive test method developed by ASTM International. This standard is utilized to assess the lubricating efficiency of automotive engine oils in preventing undesirable timing-chain lengthening in modern gasoline turbocharged direct-injection (GTDI) engines. The method, commonly referred to as the Sequence X Chain Wear (CW) Test, simulates conditions that accelerate timing-chain wear, allowing comparison and qualification of engine oils designed for enhanced chain protection.

Key Topics

• Timing-Chain Wear: This standard addresses the problem of excessive timing-chain wear, which has become prevalent in turbocharged, direct-injection engines. Chain elongation can lead to engine inefficiency and costly repairs.
• Lubricating Oil Evaluation: The method screens the performance of automotive engine oils in minimizing chain wear, supporting the development and specification of lubricant formulations.
• Test Procedure: Involves a 216-hour laboratory engine test using a spark-ignition, four-cylinder, GTDI engine under systematically varied operating conditions.
• Measurement: The primary test result is the increase in timing-chain length, measured before and after the test period to gauge the oil’s ability to inhibit wear.
• Reference Oils: Utilizes oils of known performance to ensure test reliability and industry-wide reproducibility.
• Test Monitoring: Incorporates calibration and statistical quality assurance through the ASTM Test Monitoring Center (TMC), enhancing the credibility of results.

Applications

• Engine Oil Formulation: Oil manufacturers use this method to benchmark new or existing formulations, ensuring products deliver adequate timing-chain protection for modern turbocharged engine designs.
• Industry Specifications: The test method aids in qualifying lubricants under major performance categories, such as ILSAC GF-6, ASTM D4485, and SAE J183, which are referenced in automotive lubricant specifications.
• Quality Assurance: OEMs, oil companies, and testing laboratories apply this standard for product validation, regulatory compliance, and R&D, reducing warranty claims and improving engine durability.
• Comparative Analysis: Enables consistent comparison across different lubricant technologies by standardizing testing conditions and evaluation metrics.

Related Standards

• ILSAC GF-6: Includes timing-chain wear limits, leveraging Sequence X test data for specification compliance.
• ASTM D4485: Performance standard for engine oils, which references D8279 to establish wear control requirements.
• SAE J183: Classification system for automotive gear lubricants, using results from timing-chain wear testing for oil categorization.
• Other ASTM Methods: Related test methods include D445 (kinematic viscosity), D664 (acid number), D4739 (base number), and D5185 (elemental analysis), often used alongside D8279 for comprehensive lubricant assessment.

Practical Value

Implementing ASTM D8279-23a delivers significant practical value for lubricant producers, engine OEMs, and testing laboratories:

• Improved Engine Reliability: Helps ensure timing-chain systems remain reliable throughout an engine’s service life.
• Reduced Maintenance: Identifies oils that minimize the risk of chain elongation, leading to fewer maintenance issues and warranty claims.
• Enhanced Product Positioning: Supports oil marketing claims related to chain wear protection, backed by rigorous, standardized testing.
• Facilitates Regulatory Compliance: Assists manufacturers in meeting international lubricant standards and engine warranty requirements for vehicles equipped with turbocharged, direct-injection engines.

By enabling a scientific and consistent approach to engine oil evaluation, ASTM D8279-23a plays a critical role in advancing engine technology and lubricant performance.

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: D8279 − 23a
Standard Test Method for
Determination of Timing-Chain Wear in a Turbocharged,
Direct-Injection, Spark-Ignition, Four-Cylinder Engine
This standard is issued under the fixed designation D8279; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 to Annex A4).
The TMC provides reference oils, and engineering and statistical services to laboratories that desire
to produce test results that are statistically similar to those produced by laboratories previously
calibrated by the TMC.
In general, the Test Purchaser decides if a calibrated test stand is to be used. Organizations such as
the American Chemistry Council require that a laboratory utilize the TMC services as part of their test
registration process. In addition, the American Petroleum Institute and the Gear Lubricant Review
Committee of the Lubricant Review Institute (SAE International) require that a laboratory use the
TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
ASTM International policy is to encourage the development of test procedures based on generic
equipment. It is recognized that there are occasions where critical/sole-source equipment has been
approved by the technical committee (surveillance panel/task force) and is required by the test
procedure. The technical committee that oversees the test procedure is encouraged to clearly identify
if the part is considered critical in the test procedure. If a part is deemed to be critical, ASTM
encourages alternative suppliers to be given the opportunity for consideration of supplying the critical
part/component providing they meet the approval process set forth by the technical committee.
An alternative supplier can start the process by initiating contact with the technical committee
(current chairs shown on ASTM TMC website). The supplier should advise on the details of the part
that is intended to be supplied. The technical committee will review the request and determine
feasibility of an alternative supplier for the requested replacement critical part. In the event that a
replacement critical part has been identified and proven equivalent, the sole-source supplier footnote
shall be removed from the test procedure.
1. Scope*
1 1.1 Undesirable timing-chain wear has been observed with
This test method is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of gasoline, turbocharged, direct-injection (GTDI) engines in field
Subcommittee D02.B0 on Automotive Lubricants.
service, and data from correlating laboratory engine tests have
Current edition approved Oct. 1, 2023. Published October 2023. Originally
shown that chain wear can be affected by appropriately
approved in 2019. Last previous edition approved in 2023 as D8279 – 23. DOI:
formulated engine lubricating. A laboratory engine test has
10.1520/D8279-23A.
Until the next revision of this test method, the ASTM Test Monitoring Center
been developed to provide a means for screening lubricating
will update changes in the test method by means of information letters. Information
oils for that specific purpose. The laboratory engine test is
letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
216 h in length, conducted under varying conditions, and the
Drive, Freeport, PA 16229. Attention: Director. This edition incorporates revisions
in all Information Letters through No. 23-2. increase in timing-chain length determined at the end of test is
*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
D8279 − 23a
the primary result. This test method is commonly known as the mendations issued by the World Trade Organization Technical
Sequence X, Chain Wear (CW) Test. Barriers to Trade (TBT) Committee.
1.2 The values stated in SI units are to be regarded as
2. Referenced Documents
standard. The values given in parentheses after SI units are
provided for information only and are not considered standard. 2.1 ASTM Standards:
D235 Specification for Mineral Spirits (Petroleum Spirits)
1.2.1 Exception—Where there is no direct SI equivalent
(Hydrocarbon Dry Cleaning Solvent)
such as screw threads, national pipe threads/diameters, tubing
D445 Test Method for Kinematic Viscosity of Transparent
size, or specified single source equipment.
and Opaque Liquids (and Calculation of Dynamic Viscos-
1.3 Table of Contents:
ity)
Section
D664 Test Method for Acid Number of Petroleum Products
Scope 1
by Potentiometric Titration
Referenced Documents 2
Terminology 3
D4485 Specification for Performance of Active API Service
Summary of Test Method 4
Category Engine Oils
Significance and Use 5
D4175 Terminology Relating to Petroleum Products, Liquid
Apparatus 6
Test Engine 6.1
Fuels, and Lubricants
Reagents and Materials 7
D4739 Test Method for Base Number Determination by
Preparation of Apparatus 8
Potentiometric Hydrochloric Acid Titration
Timing-chain Preparation, Installation, and Measurement 8.20
Test Stand Installation 8.21
D5185 Test Method for Multielement Determination of
Electronic Throttle Controller 8.21.17
Used and Unused Lubricating Oils and Base Oils by
Temperature Measurement 8.23
Inductively Coupled Plasma Atomic Emission Spectrom-
Pressure Measurement 8.24
Flowrate Measurement 8.25
etry (ICP-AES)
Blowby Flowrate 8.26
D5967 Test Method for Evaluation of Diesel Engine Oils in
Stand Calibration 9
Test Procedure 10 T-8 Diesel Engine
Pre-Test Procedure and Engine Break-In 10.1
D6304 Test Method for Determination of Water in Petro-
Engine Start-up Procedures 10.2
leum Products, Lubricating Oils, and Additives by Cou-
Test Sequence 10.3
Engine Shutdown Procedures 10.4 lometric Karl Fischer Titration
Blowby Flowrate Measurement 10.5
D6593 Test Method for Evaluation of Automotive Engine
Parameter Logging 10.6
Oils for Inhibition of Deposit Formation in a Spark-
Oil Consumption Calculation 10.7
Ignition Internal Combustion Engine Fueled with Gaso-
General Maintenance 10.8
Special Maintenance Procedures 10.9
line and Operated Under Low-Temperature, Light-Duty
Blowby Flowrate Adjustment 10.10
Conditions
Diagnostic Data Review 11
Test Results 12 D8047 Test Method for Evaluation of Engine Oil Aeration
Report 13
Resistance in a Caterpillar C13 Direct-Injected Turbo-
Precision and Bias 14
charged Automotive Diesel Engine
Keywords 15
ANNEXES D8291 Test Method for Evaluation of Performance of Auto-
ASTM TMC Organization Annex A1
motive Engine Oils in the Mitigation of Low-Speed,
ASTM TMC: Calibration Procedures Annex A2
Preignition in the Sequence IX Gasoline Turbocharged
ASTM TMC: Maintenance Activities Annex A3
ASTM TMC: Related Information Annex A4
Direct-Injection, Spark-Ignition Engine
Engine and Stand Parts Annex A5
2.2 American National Standards Institute Standard:
Safety Precautions Annex A6
Engine Rebuild Templates Annex A7 ANSI MC96.1 Temperature Measurement – Thermo-
Engine Build Records Annex A8
couples
Cylinder Head Build A8.1
Cylinder Bore Measurement A8.2 2.3 Other Document:
Bearing Journal Measurements A8.3
2012 Ford Explorer 2.0 L-4V TiVCT GTDi Build Manual
Engine Part Photographs, Schematics and Figures Annex A9
Control and Data Acquisition Requirements Annex A10
Dipstick Oil Level to Charge Conversions Annex A11 3. Terminology
Sequence X Report Forms and Data Acquisition Annex A12
3.1 Definitions:
APPENDIXES
Sources of Materials and Information Appendix X1
3.1.1 blowby, n—in internal combustion engines, the com-
Suggested Designs for Engine Fixing Brackets Appendix X2
bustion products and unburned air-and-fuel mixture that enter
1.4 This standard does not purport to address all of the
the crankcase. D4175
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
priate safety, health, and environmental practices and deter-
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
mine the applicability of regulatory limitations prior to use.
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
1.5 This international standard was developed in accor-
the ASTM website.
dance with internationally recognized principles on standard-
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
ization established in the Decision on Principles for the
4th Floor, New York, NY 10036, http://www.ansi.org.
Development of International Standards, Guides and Recom- Available from Helminc, https://www.helminc.com/helm/homepage.asp.
D8279 − 23a
3.1.2 engine oil, n—a liquid that reduces friction or wear, or 3.1.11 wear, n—the loss of material from a surface, gener-
both, between the moving parts within an engine; removes ally occurring between two surfaces in relative motion, and
heat, particularly from the underside of pistons; and serves as resulting from mechanical or chemical action or a combination
a combustion gas sealant for piston rings. of both. D4175
3.1.2.1 Discussion—It may contain additives to enhance
3.2 Definitions of Terms Specific to This Standard:
certain properties. Inhibition of engine rusting, deposit
3.2.1 low-temperature, light-duty conditions, n—indicative
formation, valve train wear, oil oxidation, and foaming are
of engine oil and coolant temperatures that average below
examples. D4175
normal warmed-up temperatures, and engine speeds and power
outputs that average below those encountered in typical high-
3.1.3 enrichment, n—in internal combustion engine
operation, a fuel consumption rate in excess of that which way driving.
would achieve a stoichiometric air-to-fuel ratio.
3.2.2 ramping, n—the prescribed rate of change of a vari-
3.1.3.1 Discussion—Enrichment is usually indicated by el-
able when one set of operating conditions is changed to another
evated CO levels and can also be detected with an extended
set of operating conditions.
range air/fuel ratio sensor. D6593
3.2.3 timing chain, n—the part of an internal combustion
3.1.4 filtering, n—in data acquisition, a means of attenuat-
engine that synchronizes the rotation of the crankshaft and the
ing signals in a given frequency range. They can be mechanical
camshaft(s) so that the engine’s valves open and close at the
(volume tank, spring, mass) or electrical (capacitance, induc-
proper times during each cylinder’s intake and exhaust strokes;
tance) or digital (mathematical formulas), or a combination
in this engine, the timing chain is an inverted tooth configura-
thereof. Typically, a low-pass filter attenuates the unwanted
tion.
high frequency noise. D4175
3.3 Acronyms and Abbreviations:
3.1.5 lambda, n—the ratio of actual air mass induced,
3.3.1 AFR—air fuel ratio
during engine operation, divided by the theoretical air mass
3.3.2 ANSI—American National Standards Institute
requirement at the stoichiometric air-fuel ratio for the given
3.3.3 CCV—characterized control valve
fuel.
3.1.5.1 Discussion—A lambda value of 1.0 denotes a stoi- 3.3.4 CE—chain elongation (that is, change in timing chain
chiometric air-fuel ratio. D6593
length); see Eq 2
3.1.6 out of specification data, n—in data acquisition, 3.3.5 CW—chain wear
sampled value of a monitored test parameter that has deviated
3.3.6 EEC—electronic engine control
beyond the procedural limits. D4175
3.3.7 EOT—end of test
3.1.7 PCM, n—an engine control unit, most commonly
3.3.8 fps—frames per second
called the powertrain control module (PCM), is an electronic
3.3.9 GTDI—gasoline turbocharged direct injection
device that instantaneously controls a series of actuators on an
internal combustion engine to ensure optimal engine perfor-
3.3.10 ID—internal diameter
mance.
3.3.11 ip—intermediate precision
3.1.8 quantity, n—in the SI, a measurable property of a body
3.3.12 ILSAC—International Lubricants Standardization
or substance where the property has a magnitude expressed as
and Approval Committee
the product of a number and a unit; there are seven, well-
3.3.13 KV—kinematic viscosity
defined base quantities (length, time, mass, temperature,
3.3.14 L —final average chain length
amount of substance, electric current and luminous intensity)
f
from which all other quantities are derived (for example,
3.3.15 L —initial average chain length
i
volume whose SI unit is the cubic metre).
3.3.16 L —the nominal chain length (1095.375 mm)
nom
3.1.8.1 Discussion—symbols for quantities must be care-
3.3.17 MAF—mass air flow
fully defined; are written in italic font, can be upper or lower
case, and can be qualified by adding further information in 3.3.18 MAPT—manifold absolute pressure and temperature
subscripts, or superscripts, or in parentheses (for example, t
fuel
3.3.19 NIST—National Institute of Standards and Technol-
= 40 °C, where t is used as the symbol for the quantity Celsius
ogy
temperature and t is the symbol for the specific quantity fuel
fuel
3.3.20 OHT—OH Technologies
temperature). D8047
3.3.21 OEM—original equipment manufacturer
3.1.9 reading, n—in data acquisition, the reduction of data
3.3.22 PCM—powertrain control module
points that represent the operating conditions observed in the
time period as defined in the test procedure. D4175
3.3.23 PCV—positive crankcase ventilation
3.1.10 time constant, n—in data acquisition, a value which
3.3.24 P/N—part number
represents a measure of the time response of a system. For a
3.3.25 R—reproducibility
first order system responding to a step change input, it is the
3.3.26 Ra—average surface roughness
time required for the output to reach 63.2 % of its final value.
D4175 3.3.27 RTV—room-temperature-vulcanizing
D8279 − 23a
3.3.28 SAE—Society of Automotive Engineers driven by a timing chain, four valves per cylinder, and
electronic fuel injection.
3.3.29 S—standard deviation
6.1.2 Table A5.1 lists the engine part numbers.
3.3.30 S —standard deviation for intermediate precision
ip
6.1.3 Configure a test stand to accept the test engine.
3.3.31 S —standard deviation for reproducibility
R
Suggested fixing brackets are shown in Appendix X2.
3.3.32 TAN—total acid number
6.2 Reusable Engine Parts and Fasteners:
3.3.33 TBN—total base number
6.2.1 Tables A5.2 and A5.3 provide the part numbers and
descriptions for the reusable engine parts and fasteners, respec-
3.3.34 TDC—top dead center
tively.
3.3.35 TGA—thermogravimetric analysis
6.2.2 All engine parts, other than the ‘Required New Engine
3.3.36 VCT—variable valve timing
Parts’ (see 6.3), can be used for a maximum of six tests
provided they remain serviceable (see Tables A5.2 and A5.3).
4. Summary of Test Method
6.2.2.1 Crankshaft, connecting rods, pistons, camshafts, cyl-
4.1 The test engine is completely rebuilt before each test
inder blocks, and cylinder-head assemblies can be used for a
and essentially all aspects of assembly are specified in detail.
maximum of six tests provided they remain serviceable.
The piston-ring gaps are increased to increase the level of
However, keep these parts together as a set for all six tests.
blowby, and crankcase ventilation is modified to exacerbate
6.2.3 Test the flowrate of the positive crankcase ventilation
chain wear.
(PCV) valve before each test to ensure it meets the required
flowrate (see 8.6). The PCV valve stays with the test stand as
4.2 The timing-chain length is measured after engine break
long as it remains within serviceable test limits.
in and at the end of test (EOT), 216 h. The test is conducted for
6.2.4 Correct damaged threads in the block with commer-
54 cycles, each 4 h cycle consisting of operation at two stages
cially available thread inserts.
with differing operating conditions for a total test length of
216 h. While the operating conditions are varied within each
6.3 Required New Engine Parts for Each Test:
cycle, overall they can be characterized as a mixture of low-
6.3.1 Part numbers and descriptions for new engine parts
and moderate-temperature, light- and medium-duty operating
(referred to as the “Test Parts”) and gaskets are listed in Tables
conditions.
A5.4 and A5.5, respectively.
6.3.2 Use new valve-train drive parts and piston rings for
4.3 The increase in timing-chain length, determined at the
each test.
end of test, is the primary test result.
6.3.3 Do not modify or alter test parts without the approval
5. Significance and Use of the Sequence X Test Surveillance Panel.
5.1 This test method evaluates an automotive engine oil’s 6.4 Additional Related Parts and Tools:
lubricating efficiency in inhibiting timing-chain lengthening
6.4.1 The part numbers and descriptions of the Test Stand
under operating conditions selected to accelerate timing-chain
Setup Parts and Special Parts are listed in Tables A5.6 and
wear. Varying quality reference oils of known wear perfor-
A5.7, respectively. With a few noted exceptions, they can be
mance were used in developing the operating conditions of the
reused for numerous tests provided they remain serviceable.
test procedure.
6.4.2 Engine parts other than valve-train and drive parts can
be replaced during the test, provided the reason for replace-
5.2 The test method can be used to screen lubricants for
ment is not oil related and does not affect the oil.
satisfactory lubrication of an engine timing chain and has
application in gasoline, automotive, engine-oil specifications.
6.5 Special Service Tools:
It is expected to be used in specifications and classifications of
6.5.1 A list and part numbers of special tools for crankshaft
engine lubricating oils, such as the following:
alignment and timing are shown in Table A5.8. The tools are
5.2.1 ILSAC GF-6.
available from a Ford dealership and are designed to aid in
5.2.2 Specification D4485.
performing several service items. The specific service items
5.2.3 SAE Classification J183.
that require special tools to perform the functions indicated (if
not self-explanatory) are listed in relevant sections below.
6. Apparatus
6.6 Specially Fabricated Engine Parts:
6.1 Test Engine:
6.6.1 The following specially fabricated engine parts are
6.1.1 The test engine is a Ford 2.0 L, spark-ignition,
required in this test method:
four-stroke, four-cylinder, gasoline, turbocharged, direct-
6.6.1.1 The intake-air system can be fabricated. However,
6,7
injection (GTDI) engine, with dual overhead camshafts
use the stock 2012 Explorer air-cleaner assembly and mass air
flow (MAF) sensor listed in Table A5.6 (see also 8.21.13).
6.6.1.2 Use the modified oil pan with dipstick and pick up
The engine is based on the Ford Motor Co. 2012 Explorer engine, and a
tube listed in Table A5.7 (see also X1.24 and Fig. A9.6).
completely assembled new test engine is available from Ford Component Sales,
Ford Motor Co., 290 Town Center Dr., Dearborn, MI 48126.
NOTE 1—Sources for some materials and information are provided in
If you are aware of alternative suppliers, please provide the information to
Appendix X1.
ASTM International Headquarters. Your comments will receive careful consider-
ation at a meeting of the responsible technical committee, which you may attend. 6.7 Other Special Equipment:
D8279 − 23a
6.7.1 Use an appropriate air-conditioning system to control 7.1.3 Acqueous Detergent Solution—Prepare from a com-
the temperature and pressure of the intake air to meet the mercial laundry detergent. Tide has been found suitable for this
10,7
requirements listed in Table 1 and Table 2. purpose.
6.7.2 Use an appropriate fuel-supply system. 7.1.4 n-Heptane—(Warning—Flammable. Health hazard.
6.7.3 Use the control and data acquisition system described Harmful if inhaled.)
in Annex A10.
7.2 Test Fuel—Use only Haltermann HF2021 EPA Tier 3
6.7.4 Use an appropriate exhaust system to control the 11,7
EEE Lube Certificate test fuel. Approximately 1600 L is
pressure and monitor the temperature of the exhaust gases
required for each test. (Warning—Flammable. Health Haz-
listed in Table 2, Table 3, and Table 4.
ard.)
6.8 Driveline:
7.3 Test Oil—A minimum of 23 L (6 gal) of test oil is
6.8.1 Use the flywheel, clutch, pressure plate, bell housing,
required.
and clutch spacer listed in Table A5.7 (see also X1.24).
7.4 Engine Coolant—Use only Dex-Cool concentrate
6.8.2 Driveshaft—Configure the driveshaft as per the speci-
mixed 50/50 with deionized water or pre mixed 50/50.
fications in 8.21.5.1. Grease the driveshaft every test.
7.5 Ultrasonic Cleaner—Use only Brulin AquaVantage 815
6.9 Special Engine Measurement and Assembly Equipment:
13,14,7
GD and 815 QR-DF or 815 QR-NF.
6.9.1 General:
6.9.1.1 Items routinely used in the laboratory and workshop 7.6 Sealing Compounds:
are not included.
7.6.1 Silicon-based Sealer—Use as needed on the contact
6.9.1.2 Use any special tools or equipment shown in the surfaces between the rear-seal housing and the oil pan and the
2012 Explorer Service Manual for assembly.
front cover and cylinder block, cylinder head, and oil pan.
6.9.1.3 A list of these tools is provided in Table A5.8. 7.6.1.1 Use silicon-based sealer sparingly because it can
6.9.1.4 Complete any assembly instructions not detailed in
elevate the indicated silicon content of the used oil.
Section 8 according to the instructions in the 2012 Explorer 7.6.2 Motorcraft Gasket Maker TA-16 or equivalent—Use
Service Manual.
between the 6th intake and exhaust camshaft cap and the
6.9.2 Piston-Ring Positioner: cylinder head.
6.9.2.1 Use the piston-ring positioner to locate the piston
7.6.3 Non-silicon Liquid or Tape Thread Sealers—Use as
rings from the cylinder block deck surface by 38 mm (Fig. needed on bolts and plugs.
15,16,7
A7.1). This allows the compression rings to be positioned in a
7.6.4 Thread Sealant—Use Loctite 565.
consistent location in the cylinder bore for the ring-gap 17,7
7.7 Engine Build Up Oil—Use EF-411 —as engine as-
measurement.
sembly oil.
6.9.3 Piston-Ring Grinder—A ring grinder is required for
adjusting ring gaps. The Sanford piston-ring grinder has been 8. Preparation of Apparatus
8,7
found suitable.
8.1 Engine Parts Cleaning:
8.1.1 Ultrasonic Cleaner Preparation:
7. Reagents and Materials
18,7
8.1.1.1 The TierraTech model MOT-400 N (capacity
7.1 Degreasing Solutions:
400 L) has been found suitable.
7.1.1 Stoddard Solvent—Use only mineral spirits meeting
8.1.1.2 Add solution once that in the ultrasonic cleaner
the requirements of Specification D235, Type II, Class C for
reaches a minimum of 60 °C (140 °F).
volume fraction of aromatics (0 % to 2 %), flash point (61 °C
(1) Use Brulin AquaVantage 815 GD and 815 QR-NF
minimum) and color (not darker than +25 on Saybolt Scale or
solutions with a volume fraction of 12.5 %.
25 on Pt-Co Scale). (Warning—Combustible. Health hazard.)
Obtain a certificate of analysis for each batch of solvent from
The sole source of supply of this detergent known to the committee at this time
the supplier.
is Proctor and Gamble Company, 1 P&G Plaza, Cincinnati, OH 45202, USA. Tel.
9,7
7.1.2 Chemtool B-12 —(Warning—Combustible. Health
[phone]. www.pg.com.
The sole source of supply of this product known to the committee at this time
hazard.)
is Haltermann Solutions, P.O. Box 0429, Channelview, TX 777530-0429, USA. Tel:
[phone]; www.haltermansolutions.com.
8 12
Available from retailers and autoparts stores. See also X1.34.
The sole source of supply of this equipment known to the committee at this
The sole source of supply of this product known to the committee at this time
time is Sanford Manufacturing Co., 300 Cox St., PO Box 318, Roselle, NJ 07203.
is Brulin Holding Company, 2920 Dr Andrew J Brown Ave., Indianapolis, IN 46205.
The sole source of supply of this product known to the committee at this time
Tel: [phone]; www.bhcinc.com.
is Berryman Products, Inc., 3800 E. Randol Mill Rd, Arlington, TX 76011. Tel: +1
Available from Haltermann (P.O. Box 0429, Channelview, TX 777530-0429,
800 433 1704. www.berrymanproducts.com.
USA. Tel: [phone]; www.haltermansolutions.com.
Loctite is a registered trade mark of Henkel Corporation.
TABLE 1 Sequence X Break-in Controlled Quantities
Available from Henkel corporation, One Henkel Way, Rocky Hill, CT 06067.
Quantity Value www.henkelna.com.
The sole source of supply of this product known to the committee at this time
Coolant-Out Temperature, °C 85 ± 0.5
is Exxon-Mobil Oil Corp., Attention Illinois Order Board, PO Box 66940, AMF
Oil-Gallery Temperature, °C 100 ± 0.5
O’Hare, IL 60666.
Inlet-Air Pressure (gauge), kPa 0.05 ± 0.02
The sole manufacturer of this equipment known to the committee at this time
Air-Charge Temperature, °C 37 ± 0.5
Inlet-Air Temperature, °C 30 ± 0.5 is TierraTech, 701 N Bryan Rd., 78572 Mission, TX. Tel: [phone];
[e-mail].
D8279 − 23a
TABLE 2 Test Operational Quantities
Quantity, units Stage 1 Stage 2
Time, min 120 60
Engine speed, r/min 1550 ± 5 2500 ± 5
Torque, N·m 50 ± 2 128 ± 2
Oil-gallery temperature, °C 50 ± 0.5 100 ± 0.5
Coolant-out temperature, °C 45 ± 0.5 85 ± 0.5
Coolant flowrate, L/min 40 ± 2 70 ± 2
Inlet-air pressure (gauge), kPa 0.05 ± 0.02
Coolant pressure (gauge), kPa 70 ± 2
Inlet-air temperature, °C 32 ± 0.5
Exhaust back pressure (absolute), kPa 104 ± 2 107 ± 2
Air-charge temperature, °C 30 ± 0.5
Air fuel ratio (AFR), lambda 0.78 ± 0.05 1 ± 0.05
Blowby-outlet temperature, °C 23 ± 2 78 ± 2
Humidity, g/kg 11.4 ± 1.0
A
Blowby, L/min Not 65 to 75
measured
A
Only applicable up to 120 h.
TABLE 3 Parameter Logging TABLE 4 Typical Uncontrolled Ranges for Fuel Flowrate and
Exhaust Temperature
Test Point Units
Quantity, unit Stage 1 Stage 2
Controlled
Engine speed r/min
Fuel flowrate, kg/h 3.2 to 3.5 8.0 to 8.5
Engine torque N·m
Exhaust temperature, °C 400 to 430 640 to 680
Coolant-out temperature °C
Oil-gallery temperature °C
Coolant flowrate L/m
Air-charge temperature °C
(3) Change the soap and water solution at least after every
Inlet-air temperature °C
25 h of use.
Inlet-air pressure (gauge) kPa
Coolant pressure (gauge) kPa
8.1.2 Engine Parts for Ultrasonic Cleaning—The following
Exhaust back pressure (absolute) kPa
engine parts are subjected to ultrasonic cleaning:
Air fuel ration (AFR), lambda unitless
8.1.2.1 Cylinder Block—Remove oil jets and main bearings.
Humidity g/kg
Monitored
8.1.2.2 Bare Pistons without Wristpins—Remove the piston
Fuel flowrate kg/h
compression and oil rings. A new set of piston rings is used for
Manifold absolute pressure (MAP) kPa
every test.
Boost pressure (absolute) kPa
Barometric pressure (absolute) kPa
8.1.2.3 Bare Cylinder Head—Remove valve-train compo-
Oil-gallery pressure (gauge) kPa
nents.
Oil-head pressure (gauge) kPa
8.1.2.4 OHT Oil Pan—This pan is available from OH
Oil-filter-in temperature °C
19,7
Exhaust temperature °C
Technologies (see Table A5.7).
Crankcase pressure (gauge) kPa
8.1.2.5 Front Cover.
Fuel pressure (gauge) kPa
8.1.3 Procedure for Ultrasonic Cleaning:
Pre-intercooler air pressure (absolute) kPa
Ambient temperature °C
8.1.3.1 Bare Pistons without Wristpins:
Coolant-in temperature °C
Fuel temperature °C
NOTE 2—Leaving the pistons in the ultrasonic cleaner longer than
PCM CAN BUS Channels
30 min can remove the skirt coating on the piston sides.
Ignition timing advance for #1 cylinder ° CA
(1) Place the bare pistons without wristpins into the ultra-
Absolute throttle position %
sonic cleaner for 30 min maximum. A nylon brush may be used
Engine-coolant temperature °C
Inlet-air temperature °C
to scrub the pistons and remove heavy deposits. Do not leave
Equivalence ratio (lambda) unitless
the pistons in the ultrasonic cleaner longer than 30 min.
Absolute torque value %
(2) After 30 min, remove the pistons and immediately
Intake-manifold absolute pressure kPa
Fuel-rail pressure (gauge) kPa
spray with hot water, then with solvent and leave to air-dry.
Accelerator pedal position %
(3) Repeat steps (a) and (b) until all the piston deposits
Boost absolute pressure – raw value kPa
have been removed.
Turbocharger wastegate duty cycle %
Actual Intake (A) camshaft position °
8.1.3.2 Other Parts—Clean all the other parts listed in 8.1.2
Actual exhaust (B) camshaft position °
Intake (A) camshaft position actuator duty cycle % as follows:
Exhaust (B) camshaft position actuator duty cycle %
(a) First rinse the parts with aqueous detergent solution
Charge air cooler temperature °C
(see 7.1.3) followed by a hot-water rinse.
(b) Then place the parts in the ultrasonic parts cleaner
apparatus for 30 min.
(2) Mix these solutions to give a volume fraction of 50 %.
For the TierraTech Model 400N, the quantities involved are
25 L of each solution. Quantities will be different for a different
The sole source of this equipment known to the committee at this time is OH
capacity unit. Technologies, 9300 Progress Pkwy., Mentor, OH 44060.
D8279 − 23a
(c) After 30 min, remove the parts and immediately spray 8.4.1.3 Maintain the relative humidity at a nominal maxi-
with hot water, then with solvent and leave to air-dry. mum of 50 % to prevent moisture forming on cold engine parts
8.1.4 Degreasing—Spray clean the following components that are brought into the build-up or measurement areas.
with Stoddard solvent, then blow out with pressurized air, and
8.5 Throttle Body:
leave to air-dry:
8.5.1 Clean the butterfly and bore of the throttle body with
8.1.4.1 Camshafts and all valve-train components;
carburetor cleaner Chemtool B12 (see 7.1.2) and air-dry before
8.1.4.2 Intake manifold/throttle body (not being separated);
each test.
8.1.4.3 Fuel-pump housing with piston;
8.5.1.1 Do not disassemble the throttle body as this will
8.1.4.4 Vacuum pump and oil screen;
cause excessive wear on the components.
8.1.4.5 The oil screen (do not clean the inside of the
8.5.1.2 There is no specific life for the throttle body. The
turbocharger);
clearance between the bore and the butterfly will, however,
8.1.4.6 Oil pump;
eventually increase and render the body unserviceable.
8.1.4.7 Valve cover;
8.5.1.3 Discard the throttle body when the clearance be-
8.1.4.8 Turbocharger oil lines;
comes too great to allow control of speed, torque, and air-fuel
8.1.4.9 Oil separator (PCV housing on the cylinder block);
ratio.
8.1.4.10 Oil pick up tube;
8.6 PCV Valve Cleaning and Measurement:
8.1.4.11 Oil squirters/jets;
8.6.1 Clean the PCV valve by spraying the inside of the
8.1.4.12 Crankshaft;
valve with Chemtool B12 until the solvent comes out clear.
8.1.4.13 Rods and pins;
8.6.2 Measure and record the flowrates of the PCV valve
8.1.4.14 The test batch camshaft sprockets and crankshaft
with the calibrated flow device described in Fig. A9.1.
gear.
8.6.2.1 Measure the flowrate at 27 kPa and 60 kPa vacuum.
8.1.5 Cleaning of Other Components:
8.6.2.2 Because of the hysteresis in the PCV valve spring,
8.1.5.1 VCT Solenoids—Spray with solvent, then blow out
make the vacuum adjustments in one direction only.
with pressurized air, and leave to air-dry.
8.6.2.3 Correct the actual flow measurements to 65.5 °C and
8.1.5.2 Turbocharger Intake and Outlet—Lightly wipe
100.7 kPa using the formula:
down with solvent.
0.5
8.1.5.3 Injectors—Wipe off carbon build up. F 5 1.8338*F @~P !⁄~T 1 273!# (1)
C A baro AIR
8.1.5.4 Test Batch Timing Chain—Clean as described
where:
8.20.1.
F = the corrected flow rate, L/min,
C
8.2 Cylinder Deglazing:
F = the actual flow rate, L/min,
A
8.2.1 Use a silicon carbide, grit flexible cylinder hone Flex
P = the barometric pressure in the measurement area, kPa
baro
20,7
Hone Model GB31232 and Pneumatic Honing Drill, West-
(absolute), and
ward ⁄2 in. Reversible Air Drill, 500 r/min, 600 kPa (90 psig)
T = the air temperature in the measurement area, °C.
AIR
20,7
max, Model 5ZL26G to deglaze the cylinder walls (see 8.13
When using a float type flow meter for the PCV valve
and Figs. A9.3 and A9.4).
measurement, correct the converted flow value from meter’s
8.3 PCV Valve Flowrate Device:
standard-condition scale to actual flow (using actual tempera-
8.3.1 Use this device to verify the flowrate of the PCV valve
ture and pre-PCV outlet pressure), before applying correction
before the test and to measure the degree of clogging after the
formula Eq 1.
test.
8.6.2.4 Measure the flowrate twice and average the read-
8.3.2 Fabricate the device according to the details shown in
ings.
Fig. A9.1.
8.6.2.5 Reject any PCV valve that does not exhibit an
8.3.2.1 The device shall have a full-scale accuracy of 5 %
average corrected flowrate of 36 L ⁄min to 54 L ⁄min at 27 kPa
and a resolution of 0.05 L/s.
and 19 L ⁄min to 21 L ⁄min at 60 kPa.
8.3.2.2 The inlet-flowrate meter shall calibrate to within 5 %
8.7 Drive System for Water Pump—The water-pump drive is
of the standard (pre-calibrated) orifices at the pressure differ-
shown in Fig. A9.2. Use only the pulleys and belt provided in
entials stamped on the orifices.
the test stand set-up parts list (Table A5.6) for the crankshaft
8.4 Preparation of Miscellaneous Engine Components:
pulley, water-pump pulley, tensioner, and six-groove belt
8.4.1 Area Environment of Engine Build-Up and Measure- shown in Fig. A9.2.
ment:
8.8 Oil Separators—Clean with Stoddard solvent and allow
8.4.1.1 The ambient atmosphere of the engine build-up and
to air-dry.
measurement areas shall be reasonably free of contaminants.
8.9 Assembling the Test Engine:
8.4.1.2 Maintain a relatively constant temperature (within
8.9.1 General—Use the long block obtained from the
63 °C) to ensure acceptable repeatability in the measurement
21,7
supplier.
of parts dimensions.
20 21
The sole source of supply of this equipment known to the committee at this The sole source of supply of this block known to the committee at this time is
time is W.W.Grainger, Inc., www.grainger.com. Ford Component Sales, Ford Motor Co., 290 Town Center Dr., Dearborn, MI 48126.
D8279 − 23a
8.9.1.1 Disassemble the long block in accordance with the 8.14.3.1 Take the measurement at the rear-most longitudinal
2012 Explorer workshop manual. position of each cylinder.
8.9.1.2 Required new parts and reusable parts are listed in 8.14.3.2 Using a ruler, take the measurement 38.1 mm
Tables A5.4 and A5.5. (1.5 in.) down from the top of the cylinder deck.
8.14.3.3 The measurement shall be between 25° to 35° with
8.10 Parts Selection—Instructions concerning the use of
a target of 30°.
new or used parts are detailed in 6.2 to 6.6.
8.15 Crankshaft Preparation:
8.11 Gaskets and Seals—Install new gaskets and seals
8.15.1 Clean the crankshaft as described in 8.1.4.
during engine assembly.
8.15.2 Measure the horizontal and vertical diameters of the
8.12 Block Preparations—Inspect block, including oil gal-
main and connecting rod journals, the bearing inside diameter
leries for debris and rust.
and clearance, and verify that they meet the service limits.
8.12.1 Remove any debris or rust that is found.
8.15.3 Polish the crankshaft with 400 grit aluminum oxide
8.12.2 Remove oil gallery plugs.
utility cloth while it is still lightly coated in Stoddard solvent.
8.12.3 Removal of coolant jacket plugs is left to the
3M utility cloth 314D has been found to be suitable.
discretion of the laboratory.
8.15.4 Give a final finish with 600 grit crocus cloth.
8.15.5 Clean with Stoddard solvent as described in 8.1.4 for
8.13 Deglazing Procedure:
8.13.1 General—Carry out deglazing after ultrasonic clean- the final time.
ing for both new and used engines under the following
8.16 Piston and Rod Assembly:
conditions to achieve a per cylinder average surface roughness
8.16.1 Clean the pistons as described in 8.1.3.1.
(Ra) of 0.178 μm to 0.330 μm (7 μin. to 13 μin.) using a
8.16.2 Measure piston, piston pin, and pin-rod-hole diam-
Mitutoyo SJ-410 profilometer.
eters to ensure they meet service limits.
8.13.1.1 Mount the engine block on an engine stand or
8.16.3 Install the pistons on the connecting rods following
suitable fixture so it is secure and will not move during the
the procedure in the 2012 Explorer workshop manual.
deglazing operation.
8.17 Piston Rings:
8.13.1.2 Rinse cylinder bores with Stoddard solvent.
20,7
8.17.1 Ring Gap Adjustment:
8.13.1.3 Deglaze cylinder bores using the drill and
20,7 8.17.1.1 Clean the piston rings by spraying them with
hone shown in Figs. A9.3 and A9.4 (see also 8.2).
Chemtool B12 carburetor cleaner to remove the factory coat-
8.13.1.4 Run the drill at 500 r/min horizontal drill speed for
ing. Wipe the piston rings with EF411.
25 vertical strokes to 35 vertical strokes over an elapsed time
8.17.1.2 Typically a gap of 1.651 mm (0.065 in.) for the top
of 20 s to 25 s. Ensure a steady supply of lubricant is supplied
ring and 1.778 mm (0.070 in.) for the second ring have been
during each stroke.
shown to produce acceptable blowby levels with the surface
8.13.1.5 Use a 50/50 ratio of Stoddard solvent and EF411 as
finish and crosshatch pattern achieved in See 8.14. However,
the hone lubricant.
ensure that the delta between the top and second ring gaps is
8.13.1.6 Clean cylinders after honing deglazing with warm/
22,7 0.127 mm (0.005 in.).
hot water or hot water and detergent (Tide has been found
8.17.1.3 To achieve an average blowby of 65 L/min to
suitable) using a brush, then oil cylinders with EF411.
75 L ⁄min, an adjustment may be necessary immediately before
8.13.1.7 Replace ball hone after deglazing 24 engine blocks.
or after the 24 h measurement.
8.14 Crosshatch Measurement Procedure:
8.17.1.4 A 24 h blowby value of at least 70 L/min is
8.14.1 Apparatus—Use the following:
recommended. The 24 h to 120 h blowby average shall fall
8.14.1.1 HatchView Software.
within 65 L/min to 75 L/min.
8.14.1.2 USB Microscope.
8.17.1.5 Ring gap adjustments are not allowed once the test
8.14.1.3 Computer System—Minimum requirements: Win-
has resumed after the 24 h blowby reading.
dows XP, Vista or Windows 7 (32 or 64 bit), an available USB
8.17.1.6 Place the ring 38 mm (1.5 in.) from the deck, using
2.0 port is required for live “video” viewing.
the piston-ring setter (see Fig. A7.1).
8.14.2 Preparation:
8.17.2 Piston-Ring Cutting Procedure:
8.14.2.1 Clean the cylinder of any oil or residue from
8.17.2.1 Cut the top and second compression-ring gaps to
honing to maintain consistency of measurements.
the required gap using a ring grinder. The Sanford Piston Ring
24,7
8.14.2.2 Adjust the focus of the camera while the face of the
Grinder has been found suitable with a ⁄16 in. (4.76 mm)
25,7
camera is placed against the cylinder wall.
ring cutting burr (P/N 74010020 ) rotated at a rated speed of
8.14.2.3 Set camera resolution to 640 × 480 and 30 frames
3450 r/min.
per second (fps).
8.14.2.4 Use the identification feature available in the pro-
gram to title the image with cylinder number and test number.
The sole source of supply of this product known to the committee at this time
8.14.3 Measurement:
is 3M United States, 3M Center, St. Paul, MN.
The sole source of supply of this equipment known to the committee at this
time is Sanford Mfg. Co., 300 Cox St., PO Box 318, Roselle, NJ 07203.
22 25
The sole source of supply of this product known to the committee at this time The sole source of supply of this equipment known to the committee at this
is Procter & Gamble Co., 1 P&G Plaza, Cincinnati, OH 45202. Tel: [phone] time is M.A.Ford Mfg. Co., Inc., 7737 Northwest Blvd., Davenport, IA 52806.
1100. www.maford.com.
D8279 − 23a
8.17.2.2 Remove equal amounts from both sides of the gap. 8.19.5.6 Measure and record spring free length and spring
Make final cuts on the down stroke only. load at a compressed height of 28.7 mm for the intake and
8.17.2.3 Cut the ring with a maximum increment of exhaust valve springs.
0.125 mm until the desired ring gap is achieved. 8.19.5.7 Verify the compressed spring load is 460 N 6
8.17.2.4 After the rings are cut, remove the ring from the 21 N. Reject any springs not meeting this criteria.
26,7
cutting tool, debur using a Sunnen soft stone P/N JHU-820, 8.19.5.8 Assemble the cylinder heads in accordance with
and wipe with a dry towel. the service manual. The valves are lapped before installation
8.17.3 Installation: and new intake and exhaust valve seals are installed.
8.17.3.1 Install the oil-control rings and the compression 8.19.5.9 Set the valve lash according to the procedure in the
rings on the pistons with the gaps located over the piston pin. workshop manual and record the valve lash.
8.17.3.2 Position the gaps at approximately 180° intervals, 8.19.6 Chain and Camshaft Installation Procedure:
with the top compression-ring gap toward the rear. 8.19.6.1 Measure the test chain according to the Timing-
8.17.3.3 Install the rings using a ring spreader tool, keeping chain Measurement Procedure (see 8.20.5) prior to installing it
the rings’ surfaces parallel to the ring groove in the piston. in the engine.
8.17.3.4 If any rings require replacement, measure and 8.19.6.2 Install camshaft and timing chain according to the
record the new ring gap(s). procedure in the 2012 Explorer workshop manual.
8.19.6.3 If using the Ford camshaft alignment tool P/N
8.18 Cylinder-Bore Measurements:
303-1565 , ensure it does not bind in the slots at the rear of the
8.18.1 Measure the cylinder bores with the bearing caps in
camshafts. It should be loose after the timing-chain installation
place and torqued.
is complete. Ensure the camshaft positioning tool is flat before
8.18.2 Clean the bores with a dry rag. The bores shall be
installing.
clean and dry when they are measured.
8.19.6.4 Use a spanner on the harmonic balancer or a
8.18.3 Use a bore-gauge micrometer, along with the bore
flywheel lock to hold the crankshaft while performing this
ladder (see Fig. A7.2) to determine the diameter of the
installation. Alternatively, use the crankshaft positioning TDC
cylinders at the top, middle, and bottom.
timing peg (Ford P/N 303-507 ) to hold the crankshaft in
8.19 Assembling the Test Engine:
place
8.19.1 Assemble the engine according to the instructions in
8.19.6.5 Install the timing chain with the lettering on the
the 2012 Explorer service manual unless specified herein.
black link facing forward. This ensures the chain is installed in
8.19.2 Cylinder Block:
the same orientation in the event it is removed and reinstalled
8.19.2.1 Remove the heater-hose tube from the block (see
during the test.
Fig. A9.5) and plug with a 3.2 mm ( ⁄8 in.) freeze plug coated
8.19.6.6 Coat the timing chain with test oil every time it is
in room-temperature-vulcanizing (RTV) silicone.
installed in the engine other than the pre break-in installation.
8.19.3 Piston Installation:
Coat the timing chain with EF-411 when it is first installed
8.19.3.1 Install piston and rod assemblies in the appropriate
before break-in.
cylinders, taking care to ensure rings are not damaged during
8.19.6.7 Install the chain tensioner and guides according to
installation.
the 2012 Explorer workshop manual.
8.19.3.2 Wipe the cylinders with EF-411.
8.19.6.8 After the tensioner is installed and the pin is pulled
8.19.3.3 Install the pistons with the arrows facing forward
from the tensioner to release the tensioner arm, do not move or
and connecting rods with the notches facing the front.
apply any force to the tensioner arm.
8.19.3.4 Install the rod-bearing caps and torque according to
8.19.7 Balance Shaft Housing:
the procedure in the 2012 Explorer workshop manual.
8.19.7.1 Do not install the balance shaft housing; it cannot
...

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: D8279 − 23 D8279 − 23a
Standard Test Method for
Determination of Timing-Chain Wear in a Turbocharged,
Direct-Injection, Spark-Ignition, Four-Cylinder Engine
This standard is issued under the fixed designation D8279; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 to Annex A4).
The TMC provides reference oils, and engineering and statistical services to laboratories that desire
to produce test results that are statistically similar to those produced by laboratories previously
calibrated by the TMC.
In general, the Test Purchaser decides if a calibrated test stand is to be used. Organizations such as
the American Chemistry Council require that a laboratory utilize the TMC services as part of their test
registration process. In addition, the American Petroleum Institute and the Gear Lubricant Review
Committee of the Lubricant Review Institute (SAE International) require that a laboratory use the
TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
ASTM International policy is to encourage the development of test procedures based on generic
equipment. It is recognized that there are occasions where critical/sole-source equipment has been
approved by the technical committee (surveillance panel/task force) and is required by the test
procedure. The technical committee that oversees the test procedure is encouraged to clearly identify
if the part is considered critical in the test procedure. If a part is deemed to be critical, ASTM
encourages alternative suppliers to be given the opportunity for consideration of supplying the critical
part/component providing they meet the approval process set forth by the technical committee.
An alternative supplier can start the process by initiating contact with the technical committee
(current chairs shown on ASTM TMC website). The supplier should advise on the details of the part
that is intended to be supplied. The technical committee will review the request and determine
feasibility of an alternative supplier for the requested replacement critical part. In the event that a
replacement critical part has been identified and proven equivalent, the sole-source supplier footnote
shall be removed from the test procedure.
This test method is under the jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.B0 on Automotive Lubricants.
Current edition approved July 1, 2023Oct. 1, 2023. Published July 2023October 2023. Originally approved in 2019. Last previous edition approved in 20222023 as
D8279 – 22a.D8279 – 23. DOI: 10.1520/D8279-23.10.1520/D8279-23A.
Until the next revision of this test method, the ASTM Test Monitoring Center will update changes in the test method by means of information letters. Information letters
may be obtained from the ASTM Test Monitoring Center, 203 Armstrong Drive, Freeport, PA 16229. Attention: Director. This edition incorporates revisions in all Information
Letters through No. 23-1.23-2.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D8279 − 23a
1. Scope*
1.1 Undesirable timing-chain wear has been observed with gasoline, turbocharged, direct-injection (GTDI) engines in field
service, and data from correlating laboratory engine tests have shown that chain wear can be affected by appropriately formulated
engine lubricating. A laboratory engine test has been developed to provide a means for screening lubricating oils for that specific
purpose. The laboratory engine test is 216 h in length, conducted under varying conditions, and the increase in timing-chain length
determined at the end of test is the primary result. This test method is commonly known as the Sequence X, Chain Wear (CW)
Test.
1.2 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.
1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or
specified single source equipment.
1.3 Table of Contents:
Section
Scope 1
Referenced Documents 2
Terminology 3
Summary of Test Method 4
Significance and Use 5
Apparatus 6
Test Engine 6.1
Reagents and Materials 7
Preparation of Apparatus 8
Timing-chain Preparation, Installation, and Measurement 8.20
Test Stand Installation 8.21
Electronic Throttle Controller 8.21.17
Temperature Measurement 8.23
Pressure Measurement 8.24
Flowrate Measurement 8.25
Blowby Flowrate 8.26
Stand Calibration 9
Test Procedure 10
Pre-Test Procedure and Engine Break-In 10.1
Engine Start-up Procedures 10.2
Test Sequence 10.3
Engine Shutdown Procedures 10.4
Blowby Flowrate Measurement 10.5
Parameter Logging 10.6
Oil Consumption Calculation 10.7
General Maintenance 10.8
Special Maintenance Procedures 10.9
Blowby Flowrate Adjustment 10.10
Diagnostic Data Review 11
Test Results 12
Report 13
Precision and Bias 14
Keywords 15
ANNEXES
ASTM TMC Organization Annex A1
ASTM TMC: Calibration Procedures Annex A2
ASTM TMC: Maintenance Activities Annex A3
ASTM TMC: Related Information Annex A4
Engine and Stand Parts Annex A5
Safety Precautions Annex A6
Engine Rebuild Templates Annex A7
Engine Build Records Annex A8
Cylinder Head Build A8.1
Cylinder Bore Measurement A8.2
Bearing Journal Measurements A8.3
Engine Part Photographs, Schematics and Figures Annex A9
Control and Data Acquisition Requirements Annex A10
Dipstick Oil Level to Charge Conversions Annex A11
Sequence X Report Forms and Data Acquisition Annex A12
APPENDIXES
Sources of Materials and Information Appendix X1
Suggested Designs for Engine Fixing Brackets Appendix X2
D8279 − 23a
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
D445 Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
D664 Test Method for Acid Number of Petroleum Products by Potentiometric Titration
D4485 Specification for Performance of Active API Service Category Engine Oils
D4175 Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
D4739 Test Method for Base Number Determination by Potentiometric Hydrochloric Acid Titration
D5185 Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively
Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
D5967 Test Method for Evaluation of Diesel Engine Oils in T-8 Diesel Engine
D6304 Test Method for Determination of Water in Petroleum Products, Lubricating Oils, and Additives by Coulometric Karl
Fischer Titration
D6593 Test Method for Evaluation of Automotive Engine Oils for Inhibition of Deposit Formation in a Spark-Ignition Internal
Combustion Engine Fueled with Gasoline and Operated Under Low-Temperature, Light-Duty Conditions
D8047 Test Method for Evaluation of Engine Oil Aeration Resistance in a Caterpillar C13 Direct-Injected Turbocharged
Automotive Diesel Engine
D8291 Test Method for Evaluation of Performance of Automotive Engine Oils in the Mitigation of Low-Speed, Preignition in
the Sequence IX Gasoline Turbocharged Direct-Injection, Spark-Ignition Engine
2.2 American National Standards Institute Standard:
ANSI MC96.1 Temperature Measurement – Thermocouples
2.3 Other Document:
2012 Ford Explorer 2.0 L-4V TiVCT GTDi Build Manual
3. Terminology
3.1 Definitions:
3.1.1 blowby, n—in internal combustion engines, the combustion products and unburned air-and-fuel mixture that enter the
crankcase. D4175
3.1.2 engine oil, n—a liquid that reduces friction or wear, or both, between the moving parts within an engine; removes heat,
particularly from the underside of pistons; and serves as a combustion gas sealant for piston rings.
3.1.2.1 Discussion—
It may contain additives to enhance certain properties. Inhibition of engine rusting, deposit formation, valve train wear, oil
oxidation, and foaming are examples. D4175
3.1.3 enrichment, n—in internal combustion engine operation, a fuel consumption rate in excess of that which would achieve a
stoichiometric air-to-fuel ratio.
3.1.3.1 Discussion—
Enrichment is usually indicated by elevated CO levels and can also be detected with an extended range air/fuel ratio sensor. D6593
3.1.4 filtering, n—in data acquisition, a means of attenuating signals in a given frequency range. They can be mechanical (volume
tank, spring, mass) or electrical (capacitance, inductance) or digital (mathematical formulas), or a combination thereof. Typically,
a low-pass filter attenuates the unwanted high frequency noise. D4175
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.
Available from American National Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036, http://www.ansi.org.
Available from Helminc, https://www.helminc.com/helm/homepage.asp.
D8279 − 23a
3.1.5 lambda, n—the ratio of actual air mass induced, during engine operation, divided by the theoretical air mass requirement at
the stoichiometric air-fuel ratio for the given fuel.
3.1.5.1 Discussion—
A lambda value of 1.0 denotes a stoichiometric air-fuel ratio. D6593
3.1.6 out of specification data, n—in data acquisition, sampled value of a monitored test parameter that has deviated beyond the
procedural limits. D4175
3.1.7 PCM, n—an engine control unit, most commonly called the powertrain control module (PCM), is an electronic device that
instantaneously controls a series of actuators on an internal combustion engine to ensure optimal engine performance.
3.1.8 quantity, n—in the SI, a measurable property of a body or substance where the property has a magnitude expressed as the
product of a number and a unit; there are seven, well-defined base quantities (length, time, mass, temperature, amount of substance,
electric current and luminous intensity) from which all other quantities are derived (for example, volume whose SI unit is the cubic
metre).
3.1.8.1 Discussion—
symbols for quantities must be carefully defined; are written in italic font, can be upper or lower case, and can be qualified by
adding further information in subscripts, or superscripts, or in parentheses (for example, t = 40 °C, where t is used as the symbol
fuel
for the quantity Celsius temperature and t is the symbol for the specific quantity fuel temperature). D8047
fuel
3.1.9 reading, n—in data acquisition, the reduction of data points that represent the operating conditions observed in the time
period as defined in the test procedure. D4175
3.1.10 time constant, n—in data acquisition, a value which represents a measure of the time response of a system. For a first order
system responding to a step change input, it is the time required for the output to reach 63.2 % of its final value. D4175
3.1.11 wear, n—the loss of material from a surface, generally occurring between two surfaces in relative motion, and resulting
from mechanical or chemical action or a combination of both. D4175
3.2 Definitions of Terms Specific to This Standard:
3.2.1 low-temperature, light-duty conditions, n—indicative of engine oil and coolant temperatures that average below normal
warmed-up temperatures, and engine speeds and power outputs that average below those encountered in typical highway driving.
3.2.2 ramping, n—the prescribed rate of change of a variable when one set of operating conditions is changed to another set of
operating conditions.
3.2.3 timing chain, n—the part of an internal combustion engine that synchronizes the rotation of the crankshaft and the
camshaft(s) so that the engine’s valves open and close at the proper times during each cylinder’s intake and exhaust strokes; in
this engine, the timing chain is an inverted tooth configuration.
3.3 Acronyms and Abbreviations:
3.3.1 AFR—air fuel ratio
3.3.2 ANSI—American National Standards Institute
3.3.3 CCV—characterized control valve
3.3.4 CE—chain elongation (that is, change in timing chain length); see Eq 2
3.3.5 CW—chain wear
3.3.6 EEC—electronic engine control
D8279 − 23a
3.3.7 EOT—end of test
3.3.8 fps—frames per second
3.3.9 GTDI—gasoline turbocharged direct injection
3.3.10 ID—internal diameter
3.3.11 ip—intermediate precision
3.3.12 ILSAC—International Lubricants Standardization and Approval Committee
3.3.13 KV—kinematic viscosity
3.3.14 L —final average chain length
f
3.3.15 L —initial average chain length
i
3.3.16 L —the nominal chain length (1095.375 mm)
nom
3.3.17 MAF—mass air flow
3.3.18 MAPT—manifold absolute pressure and temperature
3.3.19 NIST—National Institute of Standards and Technology
3.3.20 OHT—OH Technologies
3.3.21 OEM—original equipment manufacturer
3.3.22 PCM—powertrain control module
3.3.23 PCV—positive crankcase ventilation
3.3.24 P/N—part number
3.3.25 R—reproducibility
3.3.26 Ra—average surface roughness
3.3.27 RTV—room-temperature-vulcanizing
3.3.28 SAE—Society of Automotive Engineers
3.3.29 S—standard deviation
3.3.30 S —standard deviation for intermediate precision
ip
3.3.31 S —standard deviation for reproducibility
R
3.3.32 TAN—total acid number
D8279 − 23a
3.3.33 TBN—total base number
3.3.34 TDC—top dead center
3.3.35 TGA—thermogravimetric analysis
3.3.36 VCT—variable valve timing
4. Summary of Test Method
4.1 The test engine is completely rebuilt before each test and essentially all aspects of assembly are specified in detail. The
piston-ring gaps are increased to increase the level of blowby, and crankcase ventilation is modified to exacerbate chain wear.
4.2 The timing-chain length is measured after engine break in and at the end of test (EOT), 216 h. The test is conducted for 54
cycles, each 4 h cycle consisting of operation at two stages with differing operating conditions for a total test length of 216 h. While
the operating conditions are varied within each cycle, overall they can be characterized as a mixture of low- and
moderate-temperature, light- and medium-duty operating conditions.
4.3 The increase in timing-chain length, determined at the end of test, is the primary test result.
5. Significance and Use
5.1 This test method evaluates an automotive engine oil’s lubricating efficiency in inhibiting timing-chain lengthening under
operating conditions selected to accelerate timing-chain wear. Varying quality reference oils of known wear performance were used
in developing the operating conditions of the test procedure.
5.2 The test method can be used to screen lubricants for satisfactory lubrication of an engine timing chain and has application in
gasoline, automotive, engine-oil specifications. It is expected to be used in specifications and classifications of engine lubricating
oils, such as the following:
5.2.1 ILSAC GF-6.
5.2.2 Specification D4485.
5.2.3 SAE Classification J183.
6. Apparatus
6.1 Test Engine:
6.1.1 The test engine is a Ford 2.0 L, spark-ignition, four-stroke, four-cylinder, gasoline, turbocharged, direct-injection (GTDI)
6,7
engine, with dual overhead camshafts driven by a timing chain, four valves per cylinder, and electronic fuel injection.
6.1.2 Table A5.1 lists the engine part numbers.
6.1.3 Configure a test stand to accept the test engine. Suggested fixing brackets are shown in Appendix X2.
6.2 Reusable Engine Parts and Fasteners:
6.2.1 Tables A5.2 and A5.3 provide the part numbers and descriptions for the reusable engine parts and fasteners, respectively.
The engine is based on the Ford Motor Co. 2012 Explorer engine, and a completely assembled new test engine is available from Ford Component Sales, Ford Motor
Co., 290 Town Center Dr., Dearborn, MI 48126.
If you are aware of alternative suppliers, please provide the information to ASTM International Headquarters. Your comments will receive careful consideration at a
meeting of the responsible technical committee, which you may attend.
D8279 − 23a
6.2.2 All engine parts, other than the ‘Required New Engine Parts’ (see 6.3), can be used for a maximum of six tests provided
they remain serviceable (see Tables A5.2 and A5.3).
6.2.2.1 Crankshaft, connecting rods, pistons, camshafts, cylinder blocks, and cylinder-head assemblies can be used for a maximum
of six tests provided they remain serviceable. However, keep these parts together as a set for all six tests.
6.2.3 Test the flowrate of the positive crankcase ventilation (PCV) valve before each test to ensure it meets the required flowrate
(see 8.6). The PCV valve stays with the test stand as long as it remains within serviceable test limits.
6.2.4 Correct damaged threads in the block with commercially available thread inserts.
6.3 Required New Engine Parts for Each Test:
6.3.1 Part numbers and descriptions for new engine parts (referred to as the “Test Parts”) and gaskets are listed in Tables A5.4 and
A5.5, respectively.
6.3.2 Use new valve-train drive parts and piston rings for each test.
6.3.3 Do not modify or alter test parts without the approval of the Sequence X Test Surveillance Panel.
6.4 Additional Related Parts and Tools:
6.4.1 The part numbers and descriptions of the Test Stand Setup Parts and Special Parts are listed in Tables A5.6 and A5.7,
respectively. With a few noted exceptions, they can be reused for numerous tests provided they remain serviceable.
6.4.2 Engine parts other than valve-train and drive parts can be replaced during the test, provided the reason for replacement is
not oil related and does not affect the oil.
6.5 Special Service Tools:
6.5.1 A list and part numbers of special tools for crankshaft alignment and timing are shown in Table A5.8. The tools are available
from a Ford dealership and are designed to aid in performing several service items. The specific service items that require special
tools to perform the functions indicated (if not self-explanatory) are listed in relevant sections below.
6.6 Specially Fabricated Engine Parts:
6.6.1 The following specially fabricated engine parts are required in this test method:
6.6.1.1 The intake-air system can be fabricated. However, use the stock 2012 Explorer air-cleaner assembly and mass air flow
(MAF) sensor listed in Table A5.6 (see also 8.21.13).
6.6.1.2 Use the modified oil pan with dipstick and pick up tube listed in Table A5.7 (see also X1.24 and Fig. A9.6).
NOTE 1—Sources for some materials and information are provided in Appendix X1.
6.7 Other Special Equipment:
6.7.1 Use an appropriate air-conditioning system to control the temperature and pressure of the intake air to meet the requirements
listed in Table 1 and Table 2.
6.7.2 Use an appropriate fuel-supply system.
6.7.3 Use the control and data acquisition system described in Annex A10.
D8279 − 23a
TABLE 1 Sequence X Break-in Controlled Quantities
Quantity Value
Coolant-Out Temperature, °C 85 ± 0.5
Oil-Gallery Temperature, °C 100 ± 0.5
Inlet-Air Pressure (gauge), kPa 0.05 ± 0.02
Air-Charge Temperature, °C 37 ± 0.5
Inlet-Air Temperature, °C 30 ± 0.5
6.7.4 Use an appropriate exhaust system to control the pressure and monitor the temperature of the exhaust gases listed in Table
2, Table 3, and Table 4.
6.8 Driveline:
6.8.1 Use the flywheel, clutch, pressure plate, bell housing, and clutch spacer listed in Table A5.7 (see also X1.24).
6.8.2 Driveshaft—Configure the driveshaft as per the specifications in 8.21.5.1. Grease the driveshaft every test.
6.9 Special Engine Measurement and Assembly Equipment:
6.9.1 General:
6.9.1.1 Items routinely used in the laboratory and workshop are not included.
6.9.1.2 Use any special tools or equipment shown in the 2012 Explorer Service Manual for assembly.
6.9.1.3 A list of these tools is provided in Table A5.8.
6.9.1.4 Complete any assembly instructions not detailed in Section 8 according to the instructions in the 2012 Explorer Service
Manual.
6.9.2 Piston-Ring Positioner:
6.9.2.1 Use the piston-ring positioner to locate the piston rings from the cylinder block deck surface by 38 mm (Fig. A7.1). This
allows the compression rings to be positioned in a consistent location in the cylinder bore for the ring-gap measurement.
6.9.3 Piston-Ring Grinder—A ring grinder is required for adjusting ring gaps. The Sanford piston-ring grinder has been found
8,7
suitable.
7. Reagents and Materials
7.1 Degreasing Solutions:
7.1.1 Stoddard Solvent—Use only mineral spirits meeting the requirements of Specification D235, Type II, Class C for volume
fraction of aromatics (0 % to 2 %), flash point (61 °C minimum) and color (not darker than +25 on Saybolt Scale or 25 on Pt-Co
Scale). (Warning—Combustible. Health hazard.) Obtain a certificate of analysis for each batch of solvent from the supplier.
9,7
7.1.2 Chemtool B-12 —(Warning—Combustible. Health hazard.)
7.1.3 Acqueous Detergent Solution—Prepare from a commercial laundry detergent. Tide has been found suitable for this
10,7
purpose.
The sole source of supply of this equipment known to the committee at this time is Sanford Manufacturing Co., 300 Cox St., PO Box 318, Roselle, NJ 07203.
The sole source of supply of this product known to the committee at this time is Berryman Products, Inc., 3800 E. Randol Mill Rd, Arlington, TX 76011. Tel: +1 800
433 1704. www.berrymanproducts.com.
The sole source of supply of this detergent known to the committee at this time is Proctor and Gamble Company, 1 P&G Plaza, Cincinnati, OH 45202, USA. Tel.
[phone]. www.pg.com.
D8279 − 23a
TABLE 2 Test Operational Quantities
Quantity, units Stage 1 Stage 2
Time, min 120 60
Engine speed, r/min 1550 ± 5 2500 ± 5
Torque, N·m 50 ± 2 128 ± 2
Oil-gallery temperature, °C 50 ± 0.5 100 ± 0.5
Coolant-out temperature, °C 45 ± 0.5 85 ± 0.5
Coolant flowrate, L/min 40 ± 2 70 ± 2
Inlet-air pressure (gauge), kPa 0.05 ± 0.02
Coolant pressure (gauge), kPa 70 ± 2
Inlet-air temperature, °C 32 ± 0.5
Exhaust back pressure (absolute), kPa 104 ± 2 107 ± 2
Air-charge temperature, °C 30 ± 0.5
Air fuel ratio (AFR), lambda 0.78 ± 0.05 1 ± 0.05
Blowby-outlet temperature, °C 23 ± 2 78 ± 2
Humidity, g/kg 11.4 ± 1.0
A
Blowby, L/min Not 65 to 75
measured
A
Only applicable up to 120 h.
TABLE 3 Parameter Logging
Test Point Units
Controlled
Engine speed r/min
Engine torque N·m
Coolant-out temperature °C
Oil-gallery temperature °C
Coolant flowrate L/m
Air-charge temperature °C
Inlet-air temperature °C
Inlet-air pressure (gauge) kPa
Coolant pressure (gauge) kPa
Exhaust back pressure (absolute) kPa
Air fuel ration (AFR), lambda unitless
Humidity g/kg
Monitored
Fuel flowrate kg/h
Manifold absolute pressure (MAP) kPa
Boost pressure (absolute) kPa
Barometric pressure (absolute) kPa
Oil-gallery pressure (gauge) kPa
Oil-head pressure (gauge) kPa
Oil-filter-in temperature °C
Exhaust temperature °C
Crankcase pressure (gauge) kPa
Fuel pressure (gauge) kPa
Pre-intercooler air pressure (absolute) kPa
Ambient temperature °C
Coolant-in temperature °C
Fuel temperature °C
PCM CAN BUS Channels
Ignition timing advance for #1 cylinder ° CA
Absolute throttle position %
Engine-coolant temperature °C
Inlet-air temperature °C
Equivalence ratio (lambda) unitless
Absolute torque value %
Intake-manifold absolute pressure kPa
Fuel-rail pressure (gauge) kPa
Accelerator pedal position %
Boost absolute pressure – raw value kPa
Turbocharger wastegate duty cycle %
Actual Intake (A) camshaft position °
Actual exhaust (B) camshaft position °
Intake (A) camshaft position actuator duty cycle %
Exhaust (B) camshaft position actuator duty cycle %
Charge air cooler temperature °C
7.1.4 n-Heptane—(Warning—Flammable. Health hazard. Harmful if inhaled.)
D8279 − 23a
TABLE 4 Typical Uncontrolled Ranges for Fuel Flowrate and
Exhaust Temperature
Quantity, unit Stage 1 Stage 2
Fuel flowrate, kg/h 3.2 to 3.5 8.0 to 8.5
Exhaust temperature, °C 400 to 430 640 to 680
11,7
7.2 Test Fuel—Use only Haltermann HF2021 EPA Tier 3 EEE Lube Certificate test fuel. Approximately 1600 L is required for
each test. (Warning—Flammable. Health Hazard.)
7.3 Test Oil—A minimum of 23 L (6 gal) of test oil is required.
7.4 Engine Coolant—Use only Dex-Cool concentrate mixed 50/50 with deionized water or pre mixed 50/50.
13,14,7
7.5 Ultrasonic Cleaner—Use only Brulin AquaVantage 815 GD and 815 QR-DF or 815 QR-NF.
7.6 Sealing Compounds:
7.6.1 Silicon-based Sealer—Use as needed on the contact surfaces between the rear-seal housing and the oil pan and the front
cover and cylinder block, cylinder head, and oil pan.
7.6.1.1 Use silicon-based sealer sparingly because it can elevate the indicated silicon content of the used oil.
7.6.2 Motorcraft Gasket Maker TA-16 or equivalent—Use between the 6th intake and exhaust camshaft cap and the cylinder head.
7.6.3 Non-silicon Liquid or Tape Thread Sealers—Use as needed on bolts and plugs.
15,16,7
7.6.4 Thread Sealant—Use Loctite 565.
17,7
7.7 Engine Build Up Oil—Use EF-411 —as engine assembly oil.
8. Preparation of Apparatus
8.1 Engine Parts Cleaning:
8.1.1 Ultrasonic Cleaner Preparation:
18,7
8.1.1.1 The TierraTech model MOT-400 N (capacity 400 L) has been found suitable.
8.1.1.2 Add solution once that in the ultrasonic cleaner reaches a minimum of 60 °C (140 °F).
(1) Use Brulin AquaVantage 815 GD and 815 QR-NF solutions with a volume fraction of 12.5 %.
(2) Mix these solutions to give a volume fraction of 50 %. For the TierraTech Model 400N, the quantities involved are 25 L
of each solution. Quantities will be different for a different capacity unit.
(3) Change the soap and water solution at least after every 25 h of use.
The sole source of supply of this product known to the committee at this time is Haltermann Solutions, P.O. Box 0429, Channelview, TX 777530-0429, USA. Tel: +1
800 969 2542; www.haltermansolutions.com.
Available from retailers and autoparts stores. See also X1.34.
The sole source of supply of this product known to the committee at this time is Brulin Holding Company, 2920 Dr Andrew J Brown Ave., Indianapolis, IN 46205.
Tel: [phone]; www.bhcinc.com.
Available from Haltermann (P.O. Box 0429, Channelview, TX 777530-0429, USA. Tel: [phone]; www.haltermansolutions.com.
Loctite is a registered trade mark of Henkel Corporation.
Available from Henkel corporation, One Henkel Way, Rocky Hill, CT 06067. www.henkelna.com.
The sole source of supply of this product known to the committee at this time is Exxon-Mobil Oil Corp., Attention Illinois Order Board, PO Box 66940, AMF O’Hare,
IL 60666.
The sole manufacturer of this equipment known to the committee at this time is TierraTech, 701 N Bryan Rd., 78572 Mission, TX. Tel: [phone];
[e-mail].
D8279 − 23a
8.1.2 Engine Parts for Ultrasonic Cleaning—The following engine parts are subjected to ultrasonic cleaning:
8.1.2.1 Cylinder Block—Remove oil jets and main bearings.
8.1.2.2 Bare Pistons without Wristpins—Remove the piston compression and oil rings. A new set of piston rings is used for every
test.
8.1.2.3 Bare Cylinder Head—Remove valve-train components.
19,7
8.1.2.4 OHT Oil Pan—This pan is available from OH Technologies (see Table A5.7).
8.1.2.5 Front Cover.
8.1.3 Procedure for Ultrasonic Cleaning:
8.1.3.1 Bare Pistons without Wristpins:
NOTE 2—Leaving the pistons in the ultrasonic cleaner longer than 30 min can remove the skirt coating on the piston sides.
(1) Place the bare pistons without wristpins into the ultrasonic cleaner for 30 min maximum. A nylon brush may be used to
scrub the pistons and remove heavy deposits. Do not leave the pistons in the ultrasonic cleaner longer than 30 min.
(2) After 30 min, remove the pistons and immediately spray with hot water, then with solvent and leave to air-dry.
(3) Repeat steps (a) and (b) until all the piston deposits have been removed.
8.1.3.2 Other Parts—Clean all the other parts listed in 8.1.2 as follows:
(a) First rinse the parts with aqueous detergent solution (see 7.1.3) followed by a hot-water rinse.
(b) Then place the parts in the ultrasonic parts cleaner apparatus for 30 min.
(c) After 30 min, remove the parts and immediately spray with hot water, then with solvent and leave to air-dry.
8.1.4 Degreasing—Spray clean the following components with Stoddard solvent, then blow out with pressurized air, and leave to
air-dry:
8.1.4.1 Camshafts and all valve-train components;
8.1.4.2 Intake manifold/throttle body (not being separated);
8.1.4.3 Fuel-pump housing with piston;
8.1.4.4 Vacuum pump and oil screen;
8.1.4.5 The oil screen (do not clean the inside of the turbocharger);
8.1.4.6 Oil pump;
8.1.4.7 Valve cover;
8.1.4.8 Turbocharger oil lines;
8.1.4.9 Oil separator (PCV housing on the cylinder block);
8.1.4.10 Oil pick up tube;
8.1.4.11 Oil squirters/jets;
8.1.4.12 Crankshaft;
The sole source of this equipment known to the committee at this time is OH Technologies, 9300 Progress Pkwy., Mentor, OH 44060.
D8279 − 23a
8.1.4.13 Rods and pins;
8.1.4.14 The test batch camshaft sprockets and crankshaft gear.
8.1.5 Cleaning of Other Components:
8.1.5.1 VCT Solenoids—Spray with solvent, then blow out with pressurized air, and leave to air-dry.
8.1.5.2 Turbocharger Intake and Outlet—Lightly wipe down with solvent.
8.1.5.3 Injectors—Wipe off carbon build up.
8.1.5.4 Test Batch Timing Chain—Clean as described 8.20.1.
8.2 Cylinder Deglazing:
20,7
8.2.1 Use a silicon carbide, grit flexible cylinder hone Flex Hone Model GB31232 and Pneumatic Honing Drill, Westward ⁄2
20,7
in. Reversible Air Drill, 500 r/min, 600 kPa (90 psig) max, Model 5ZL26G to deglaze the cylinder walls (see 8.13 and Figs.
A9.3 and A9.4).
8.3 PCV Valve Flowrate Device:
8.3.1 Use this device to verify the flowrate of the PCV valve before the test and to measure the degree of clogging after the test.
8.3.2 Fabricate the device according to the details shown in Fig. A9.1.
8.3.2.1 The device shall have a full-scale accuracy of 5 % and a resolution of 0.05 L/s.
8.3.2.2 The inlet-flowrate meter shall calibrate to within 5 % of the standard (pre-calibrated) orifices at the pressure differentials
stamped on the orifices.
8.4 Preparation of Miscellaneous Engine Components:
8.4.1 Area Environment of Engine Build-Up and Measurement:
8.4.1.1 The ambient atmosphere of the engine build-up and measurement areas shall be reasonably free of contaminants.
8.4.1.2 Maintain a relatively constant temperature (within 63 °C) to ensure acceptable repeatability in the measurement of parts
dimensions.
8.4.1.3 Maintain the relative humidity at a nominal maximum of 50 % to prevent moisture forming on cold engine parts that are
brought into the build-up or measurement areas.
8.5 Throttle Body:
8.5.1 Clean the butterfly and bore of the throttle body with carburetor cleaner Chemtool B12 (see 7.1.2) and air-dry before each
test.
8.5.1.1 Do not disassemble the throttle body as this will cause excessive wear on the components.
8.5.1.2 There is no specific life for the throttle body. The clearance between the bore and the butterfly will, however, eventually
increase and render the body unserviceable.
8.5.1.3 Discard the throttle body when the clearance becomes too great to allow control of speed, torque, and air-fuel ratio.
The sole source of supply of this equipment known to the committee at this time is W.W.Grainger, Inc., www.grainger.com.
D8279 − 23a
8.6 PCV Valve Cleaning and Measurement:
8.6.1 Clean the PCV valve by spraying the inside of the valve with Chemtool B12 until the solvent comes out clear.
8.6.2 Measure and record the flowrates of the PCV valve with the calibrated flow device described in Fig. A9.1.
8.6.2.1 Measure the flowrate at 27 kPa and 60 kPa vacuum.
8.6.2.2 Because of the hysteresis in the PCV valve spring, make the vacuum adjustments in one direction only.
8.6.2.3 Correct the actual flow measurements to 65.5 °C and 100.7 kPa using the formula:
0.5
F 5 1.8338*F @~P !⁄~T 1 273!# (1)
C A baro AIR
where:
F = the corrected flow rate, L/min,
C
F = the actual flow rate, L/min,
A
P = the barometric pressure in the measurement area, kPa (absolute), and
baro
T = the air temperature in the measurement area, °C.
AIR
When using a float type flow meter for the PCV valve measurement, correct the converted flow value from meter’s
standard-condition scale to actual flow (using actual temperature and pre-PCV outlet pressure), before applying correction formula
Eq 1.
8.6.2.4 Measure the flowrate twice and average the readings.
8.6.2.5 Reject any PCV valve that does not exhibit an average corrected flowrate of 36 L ⁄min to 54 L ⁄min at 27 kPa and 19 L ⁄min
to 21 L ⁄min at 60 kPa.
8.7 Drive System for Water Pump—The water-pump drive is shown in Fig. A9.2. Use only the pulleys and belt provided in the
test stand set-up parts list (Table A5.6) for the crankshaft pulley, water-pump pulley, tensioner, and six-groove belt shown in Fig.
A9.2.
8.8 Oil Separators—Clean with Stoddard solvent and allow to air-dry.
8.9 Assembling the Test Engine:
21,7
8.9.1 General—Use the long block obtained from the supplier.
8.9.1.1 Disassemble the long block in accordance with the 2012 Explorer workshop manual.
8.9.1.2 Required new parts and reusable parts are listed in Tables A5.4 and A5.5.
8.10 Parts Selection—Instructions concerning the use of new or used parts are detailed in 6.2 to 6.6.
8.11 Gaskets and Seals—Install new gaskets and seals during engine assembly.
8.12 Block Preparations—Inspect block, including oil galleries for debris and rust.
8.12.1 Remove any debris or rust that is found.
8.12.2 Remove oil gallery plugs.
8.12.3 Removal of coolant jacket plugs is left to the discretion of the laboratory.
The sole source of supply of this block known to the committee at this time is Ford Component Sales, Ford Motor Co., 290 Town Center Dr., Dearborn, MI 48126.
D8279 − 23a
8.13 Deglazing Procedure:
8.13.1 General—Carry out deglazing after ultrasonic cleaning for both new and used engines under the following conditions to
achieve a per cylinder average surface roughness (Ra) of 0.178 μm to 0.330 μm (7 μin. to 13 μin.) using a Mitutoyo SJ-410
profilometer.
8.13.1.1 Mount the engine block on an engine stand or suitable fixture so it is secure and will not move during the deglazing
operation.
8.13.1.2 Rinse cylinder bores with Stoddard solvent.
20,7 20,7
8.13.1.3 Deglaze cylinder bores using the drill and hone shown in Figs. A9.3 and A9.4 (see also 8.2).
8.13.1.4 Run the drill at 500 r/min horizontal drill speed for 25 vertical strokes to 35 vertical strokes over an elapsed time of 20
s to 25 s. Ensure a steady supply of lubricant is supplied during each stroke.
8.13.1.5 Use a 50/50 ratio of Stoddard solvent and EF411 as the hone lubricant.
22,7
8.13.1.6 Clean cylinders after honing deglazing with warm/hot water or hot water and detergent (Tide has been found suitable)
using a brush, then oil cylinders with EF411.
8.13.1.7 Replace ball hone after deglazing 24 engine blocks.
8.14 Crosshatch Measurement Procedure:
8.14.1 Apparatus—Use the following:
8.14.1.1 HatchView Software.
8.14.1.2 USB Microscope.
8.14.1.3 Computer System—Minimum requirements: Windows XP, Vista or Windows 7 (32 or 64 bit), an available USB 2.0 port
is required for live “video” viewing.
8.14.2 Preparation:
8.14.2.1 Clean the cylinder of any oil or residue from honing to maintain consistency of measurements.
8.14.2.2 Adjust the focus of the camera while the face of the camera is placed against the cylinder wall.
8.14.2.3 Set camera resolution to 640 × 480 and 30 frames per second (fps).
8.14.2.4 Use the identification feature available in the program to title the image with cylinder number and test number.
8.14.3 Measurement:
8.14.3.1 Take the measurement at the rear-most longitudinal position of each cylinder.
8.14.3.2 Using a ruler, take the measurement 38.1 mm (1.5 in.) down from the top of the cylinder deck.
8.14.3.3 The measurement shall be between 25° to 35° with a target of 30°.
8.15 Crankshaft Preparation:
The sole source of supply of this product known to the committee at this time is Procter & Gamble Co., 1 P&G Plaza, Cincinnati, OH 45202. Tel: [phone].
D8279 − 23a
8.15.1 Clean the crankshaft as described in 8.1.4.
8.15.2 Measure the horizontal and vertical diameters of the main and connecting rod journals, the bearing inside diameter and
clearance, and verify that they meet the service limits.
8.15.3 Polish the crankshaft with 400 grit aluminum oxide utility cloth while it is still lightly coated in Stoddard solvent. 3M utility
cloth 314D has been found to be suitable.
8.15.4 Give a final finish with 600 grit crocus cloth.
8.15.5 Clean with Stoddard solvent as described in 8.1.4 for the final time.
8.16 Piston and Rod Assembly:
8.16.1 Clean the pistons as described in 8.1.3.1.
8.16.2 Measure piston, piston pin, and pin-rod-hole diameters to ensure they meet service limits.
8.16.3 Install the pistons on the connecting rods following the procedure in the 2012 Explorer workshop manual.
8.17 Piston Rings:
8.17.1 Ring Gap Adjustment:
8.17.1.1 Clean the piston rings by spraying them with Chemtool B12 carburetor cleaner to remove the factory coating. Wipe the
piston rings with EF411.
8.17.1.2 Typically a gap of 1.651 mm (0.065 in.) for the top ring and 1.778 mm (0.070 in.) for the second ring have been shown
to produce acceptable blowby levels with the surface finish and crosshatch pattern achieved in See 8.14. However, ensure that the
delta between the top and second ring gaps is 0.127 mm (0.005 in.).
8.17.1.3 To achieve an average blowby of 65 L/min to 75 L ⁄min, an adjustment may be necessary immediately before or after the
24 h measurement.
8.17.1.4 A 24 h blowby value of at least 70 L/min is recommended. The 24 h to 120 h blowby average shall fall within 65 L/min
to 75 L/min.
8.17.1.5 Ring gap adjustments are not allowed once the test has resumed after the 24 h blowby reading.
8.17.1.6 Place the ring 38 mm (1.5 in.) from the deck, using the piston-ring setter (see Fig. A7.1).
8.17.2 Piston-Ring Cutting Procedure:
8.17.2.1 Cut the top and second compression-ring gaps to the required gap using a ring grinder. The Sanford Piston Ring
24,7 25,7
Grinder has been found suitable with a ⁄16 in. (4.76 mm) ring cutting burr (P/N 74010020 ) rotated at a rated speed of 3450
r/min.
8.17.2.2 Remove equal amounts from both sides of the gap. Make final cuts on the down stroke only.
8.17.2.3 Cut the ring with a maximum increment of 0.125 mm until the desired ring gap is achieved.
The sole source of supply of this product known to the committee at this time is 3M United States, 3M Center, St. Paul, MN.
The sole source of supply of this equipment known to the committee at this time is Sanford Mfg. Co., 300 Cox St., PO Box 318, Roselle, NJ 07203.
The sole source of supply of this equipment known to the committee at this time is M.A.Ford Mfg. Co., Inc., 7737 Northwest Blvd., Davenport, IA 52806.
www.maford.com.
D8279 − 23a
26,7
8.17.2.4 After the rings are cut, remove the ring from the cutting tool, debur using a Sunnen soft stone P/N JHU-820, and wipe
with a dry towel.
8.17.3 Installation:
8.17.3.1 Install the oil-control rings and the compression rings on the pistons with the gaps located over the piston pin.
8.17.3.2 Position the gaps at approximately 180° intervals, with the top compression-ring gap toward the rear.
8.17.3.3 Install the rings using a ring spreader tool, keeping the rings’ surfaces parallel to the ring groove in the piston.
8.17.3.4 If any rings require replacement, measure and record the new ring gap(s).
8.18 Cylinder-Bore Measurements:
8.18.1 Measure the cylinder bores with the bearing caps in place and torqued.
8.18.2 Clean the bores with a dry rag. The bores shall be clean and dry when they are measured.
8.18.3 Use a bore-gauge micrometer, along with the bore ladder (see Fig. A7.2) to determine the diameter of the cylinders at the
top, middle, and bottom.
8.19 Assembling the Test Engine:
8.19.1 Assemble the engine according to the instructions in the 2012 Explorer service manual unless specified herein.
8.19.2 Cylinder Block:
8.19.2.1 Remove the heater-hose tube from the block (see Fig. A9.5) and plug with a 3.2 mm ( ⁄8 in.) freeze plug coated in
room-temperature-vulcanizing (RTV) silicone.
8.19.3 Piston Installation:
8.19.3.1 Install piston and rod assemblies in the appropriate cylinders, taking care to ensure rings are not damaged during
installation.
8.19.3.2 Wipe the cylinders with EF-411.
8.19.3.3 Install the pistons with the arrows facing forward and connecting rods with the notches facing the front.
8.19.3.4 Install the rod-bearing caps and torque according to the procedure in the 2012 Explorer workshop manual.
8.19.4 Oil System Components:
8.19.4.1 Use production configuration for all oil-system components in the engine with the exception of the oil pan (see 8.1.2.4)
and the oil pickup tube, shown in Fig. A9.6.
8.19.5 Cylinder Head Installation:
8.19.5.1 Heads may be used for up to six tests, provided they remain within service limits.
8.19.5.2 Disassemble heads and inspect for any debris or other deleterious materials and remove as necessary.
8.19.5.3 Clean the cylinder head in the ultrasonic cleaner as described in 8.1.2.3.
The sole source of supply of this equipment known to the committee at this time is Sunnen Inc., 7910 Manchester, St Louis, MO 63143.
D8279 − 23a
8.19.5.4 Determine valve-guide clearance at the top and middle of the heads on the transverse side of the guide.
8.19.5.5 Reject any heads that exceed the service limits shown in the 2012 Explorer work shop manual.
8.19.5.6 Measure and record spring free length and spring load at a compressed height of 28.7 mm for the intake and exhaust valve
springs.
8.19.5.7 Verify the compressed spring load is 460 N 6 21 N. Reject any springs not meeting this criteria.
8.19.5.8 Assemble the cylinder heads in accordance with the service manual. The valves are lapped before installation and new
intake and exhaust valve seals are installed.
8.19.5.9 Set the valve lash according to the procedure in the workshop manual and record the valve lash.
8.19.6 Chain and Camshaft Installation Procedure:
8.19.6.1 Measure the tes
...