ASTM D8226-21ae1

Standard Test Method for Measurement of Effects of Automotive Engine Oils on Fuel Economy of Passenger Cars and Light-Duty Trucks in Sequence VIF Spark Ignition Engine<rangeref></rangeref >

SIGNIFICANCE AND USE
5.1 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.  
5.2 Use—The Sequence VIF test method is useful for engine oil fuel economy specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:  
5.2.1 Specification D4485.  
5.2.2 API 1509.  
5.2.3 SAE Classification J304.  
5.2.4 SAE Classification J1423.
SCOPE
1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a specified spark-ignition engine with a displacement of 3.6 L (General Motors)4 on a dynamometer test stand. It applies to multi viscosity oils used in these applications.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct equivalent such as the units for screw threads, National Pipe threads/diameters, tubing size, and single source supply equipment specifications. Additionally, Brake Fuel Consumption (BSFC) is measured in kilograms per kilowatt-hour.  
1.3 This test method is arranged as follows:    
Section  
Introduction  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General  
6.1  
Test Engine Configuration  
6.2  
Laboratory Ambient Conditions  
6.3  
Engine Speed and Torque Control  
6.4  
Dynamometer  
6.4.1  
Dynamometer Torque  
6.4.2  
Engine Cooling System  
6.5  
External Oil System  
6.6  
Fuel System  
6.7  
Fuel Flow Measurement  
6.7.2  
Fuel Temperature and Pressure Control to the Fuel Flow Meter  
6.7.3  
Fuel Temperature and Pressure Control to Engine Fuel Rail  
6.7.4  
Fuel Supply Pumps  
6.7.5  
Fuel Filtering  
6.7.6  
Engine Intake Air Supply  
6.8  
Intake Air Humidity  
6.8.1  
Intake Air Filtration  
6.8.2  
Intake Air Pressure Relief  
6.8.3  
Temperature Measurement  
6.9  
Thermocouple Location  
6.9.5  
AFR Determination  
6.10  
Exhaust and Exhaust Back Pressure Systems  
6.11  
Exhaust Manifolds  
6.11.1  
Laboratory Exhaust System  
6.11.2  
Exhaust Back Pressure  
6.11.3  
Pressure Measurement and Pressure Sensor Locations  
6.12  
Engine Oil  
6.12.2  
Fuel to Fuel Flow meter  
6.12.3  
Fuel to Engine Fuel Rail  
6.12.4  
Exhaust Back Pressure  
6.12.5  
Intake Air  
6.12.6  
Intake Manifold Vacuum/Absolute Pressure  
6.12.7  
Coolant Flow Differential Pressure  
6.12.8  
Crankcase Pressure  
6.12.9  
Engine Hardware and Related Apparatus  
6.13  
Test Engine Configuration  
6.13.1  
ECU (Power Control Module)  
6.13.2  
Thermostat Block-Off Adapter Plate  
6.13.3  
Wiring Harness  
6.13.4  
Oil Pan  
6.13.5  
Engine Water Pump Adapter Plate  
6.13.6  
Thermostat Block-Off Plate  
6.13.7  
Oil Filter Adapter Plate  
6.13.8  
Modified Throttle Body Assembly  
6.13.9  
Fuel Rail  
6.13.10  
Miscellaneous Apparatus Related to Engine Operation  
6.14  
Reagents and Materials  
7  
Engine Oil  
7.1  
Test Fuel  
...

General Information

• Status: Published
• Publication Date: 31-Mar-2021
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0.10 - Standards Acceleration

Relations

• Refers: ASTM D445-24 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Apr-2024
• Refers: ASTM D2699-24 - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Mar-2024
• Refers: ASTM D3231-24 - Standard Test Method for Phosphorus in Gasoline
• Effective Date: 01-Mar-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D2699-23b - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Nov-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D2699-23a - Standard Test Method for Research Octane Number of Spark-Ignition Engine Fuel
• Effective Date: 01-Oct-2023
• Refers: ASTM D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D5453-19a - Standard Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
• Effective Date: 01-Jul-2019
• Refers: ASTM D4485-18 - Standard Specification for Performance of Active API Service Category Engine Oils
• Effective Date: 01-Jul-2018
• Refers: ASTM D5185-18 - Standard Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
• Effective Date: 01-Apr-2018
• Refers: ASTM E191-64(2017) - Standard Specification for Apparatus For Microdetermination of Carbon and<brk/> Hydrogen in Organic and Organo-Metallic Compounds (Withdrawn 2024)
• Effective Date: 01-Jan-2017
• Refers: ASTM D445-16 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 15-Dec-2016

Overview

ASTM D8226-21ae1: Standard Test Method for Measurement of Effects of Automotive Engine Oils on Fuel Economy of Passenger Cars and Light-Duty Trucks in Sequence VIF Spark Ignition Engine is a key international standard developed by ASTM International. This test method provides a reliable laboratory procedure for evaluating how automotive engine oils influence fuel economy in passenger vehicles and light-duty trucks equipped with spark-ignition engines. The Sequence VIF test offers automotive, lubricant, and engine manufacturers a consistent way to assess and compare the fuel-saving potential of different engine oils under repeatable conditions.

Key Topics

• Comparative Fuel Economy Evaluation: The standard outlines a method for measuring the effects of multi-viscosity engine oils on the fuel economy of vehicles up to 3856 kg gross vehicle weight. The test is conducted on a 3.6L spark-ignition engine mounted on a dynamometer.
• Baseline Oil Comparison: Results generated through this method are referenced against a standardized baseline oil (SAE 20W-30), providing an indexed approach for comparison between different oil formulations.
• Laboratory Test Consistency: The Sequence VIF method incorporates strict guidelines for laboratory conditions, engine setup, speed and torque control, as well as fuel and temperature management. This ensures the repeatability and reliability of test results, supporting specification acceptance and classification.
• Calibration and Reference Oils: Test stands can be calibrated through services such as the ASTM Test Monitoring Center (TMC), enhancing credibility and alignment with industry benchmarks.
• Applicable Units: All measurements are reported in SI units, with specific practices noted for exceptional cases such as certain hardware sizes or brake specific fuel consumption (BSFC) in kg/kWh.

Applications

• Engine Oil Specification Acceptance: ASTM D8226 is primarily used by engine manufacturers, lubricant formulators, and organizations responsible for oil licensing to determine whether an engine oil meets fuel economy performance criteria.
• Lubricant Development and Selection: Oil formulators and additive suppliers rely on the Sequence VIF test to optimize products for enhanced fuel efficiency, assisting in the development of oils that help reduce fuel consumption.
• Regulatory and Certification Support: The test method is referenced in important industry documents such as Specification ASTM D4485, API 1509, and SAE J304 and J1423 classifications. Meeting the requirements of these related standards is essential for OEM and aftermarket oil approvals.
• Quality Assurance: Laboratories use this standard for consistent engine oil evaluation, supporting data-driven decisions in procurement and fleet maintenance operations.

Benefits

• Improved Fuel Efficiency: Accurately identifies oils that improve vehicle fuel economy, supporting regulatory compliance and cost reduction.
• Objective Benchmarking: Enables direct comparison of test oils to a reference baseline under controlled, standardized conditions.
• Market Access: Helps manufacturers and suppliers demonstrate compliance with widely recognized performance requirements for global and regional markets.

Related Standards

• ASTM D4485: Specification for performance criteria of active API service category engine oils.
• API 1509: Engine Oil Licensing and Certification System - essential for oil marketers.
• SAE J304 & J1423: SAE classifications for engine oil standards and energy-conserving oils.
• ASTM D6837: Withdrawn standard for Sequence VIB fuel economy engine testing; previously referenced for similar test objectives.
• ASTM D445: Test method for kinematic viscosity of fluids, often used in conjunction with fuel economy testing.

Conclusion

ASTM D8226-21ae1 is a fundamental standard for measuring the effects of engine oils on fuel economy in spark-ignition passenger car and light-duty truck engines. By delivering trustworthy, reproducible data, it supports product development, regulatory compliance, and industry best practices in engine lubrication and fuel efficiency. Its alignment with other key standards ensures broad relevance and practical applicability across the automotive and lubricant sectors.

Standards Content (Sample)

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
´1
Designation: D8226 − 21a
Standard Test Method for
Measurement of Effects of Automotive Engine Oils on Fuel
Economy of Passenger Cars and Light-Duty Trucks in
1,2
Sequence VIF Spark Ignition Engine
This standard is issued under the fixed designation D8226; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
ε NOTE—Editorially updated TMC governance information in June 2022.
INTRODUCTION
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 – Annex A4).
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 (API)
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 onASTM 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.
The multi-cylinder engine test sequences were originally developed by an
ASTM Committee D02 group. Subsequently, the procedures were published in an
ASTM special technical publication. The Sequence VIB was published as Research
This test method is under the jurisdiction of ASTM Committee D02 on Report RR:D02-1469, dated April 8, 1999.
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Until the next revision of this test method, the ASTM Test Monitoring Center
Subcommittee D02.B0.10 on Standards Acceleration. will update changes in the test method by means of information letters. Information
Current edition approved April 1, 2021. Published April 2021. Originally letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
approved in 2018. Last previous edition approved in 2021 as D8226 – 21. DOI: Drive, Freeport, PA 16229. Attention: Director. This edition incorporates revisions
10.1520/D8226-21AE01. in all information Letters through No. 20-4.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
´1
D8226 − 21a
1. Scope*
Section
Fuel Temperature and Pressure Control to Engine Fuel 6.7.4
1.1 This test method covers an engine test procedure for the
Rail
measurement of the effects of automotive engine oils on the Fuel Supply Pumps 6.7.5
Fuel Filtering 6.7.6
fuel economy of passenger cars and light-duty trucks with
Engine Intake Air Supply 6.8
gross vehicle weight 3856 kg or less. The tests are conducted
Intake Air Humidity 6.8.1
Intake Air Filtration 6.8.2
using a specified spark-ignition engine with a displacement of
Intake Air Pressure Relief 6.8.3
3.6 L (General Motors) on a dynamometer test stand. It
Temperature Measurement 6.9
applies to multi viscosity oils used in these applications.
Thermocouple Location 6.9.5
AFR Determination 6.10
1.2 The values stated in SI units are to be regarded as
Exhaust and Exhaust Back Pressure Systems 6.11
standard. No other units of measurement are included in this
Exhaust Manifolds 6.11.1
Laboratory Exhaust System 6.11.2
standard.
Exhaust Back Pressure 6.11.3
1.2.1 Exceptions—Where there is no direct equivalent such
Pressure Measurement and Pressure Sensor Locations 6.12
as the units for screw threads, National Pipe threads/diameters,
Engine Oil 6.12.2
Fuel to Fuel Flow meter 6.12.3
tubing size, and single source supply equipment specifications.
Fuel to Engine Fuel Rail 6.12.4
Additionally, Brake Fuel Consumption (BSFC) is measured in
Exhaust Back Pressure 6.12.5
kilograms per kilowatt-hour.
Intake Air 6.12.6
Intake Manifold Vacuum/Absolute Pressure 6.12.7
1.3 This test method is arranged as follows:
Coolant Flow Differential Pressure 6.12.8
Crankcase Pressure 6.12.9
Section
Engine Hardware and Related Apparatus 6.13
Introduction
Test Engine Configuration 6.13.1
Scope 1
ECU (Power Control Module) 6.13.2
Referenced Documents 2
Thermostat Block-Off Adapter Plate 6.13.3
Terminology 3
Wiring Harness 6.13.4
Summary of Test Method 4
Oil Pan 6.13.5
Significance and Use 5
Engine Water Pump Adapter Plate 6.13.6
Apparatus 6
Thermostat Block-Off Plate 6.13.7
General 6.1
Oil Filter Adapter Plate 6.13.8
Test Engine Configuration 6.2
Modified Throttle Body Assembly 6.13.9
Laboratory Ambient Conditions 6.3
Fuel Rail 6.13.10
Engine Speed and Torque Control 6.4
Miscellaneous Apparatus Related to Engine Operation 6.14
Dynamometer 6.4.1
Reagents and Materials 7
Dynamometer Torque 6.4.2
Engine Oil 7.1
Engine Cooling System 6.5
Test Fuel 7.2
External Oil System 6.6
Engine Coolant 7.3
Fuel System 6.7
Cleaning Materials 7.4
Fuel Flow Measurement 6.7.2
Preparation of Apparatus 8
Fuel Temperature and Pressure Control to the Fuel 6.7.3
Test Stand Preparation 8.2
Flow Meter
Engine Preparation 9
Cleaning of Engine Parts 9.3
Engine Assembly Procedure 9.4
General Assembly Instructions 9.4.1
Trademark of General Motors Corporation, 300 Renaissance Center, Detroit,
Bolt Torque Specifications 9.4.2
MI 48265.
´1
D8226 − 21a
Section Section
Sealing Compounds 9.4.3 Fuel Injection Evaluation Annex A12
Harmonic Balancer 9.4.5 Pre-test Maintenance Checklist Annex A13
Thermostat 9.4.6 Blow-by Ventilation System Requirements Annex A14
Coolant Inlet 9.4.7 Calculation of Test Results Annex A15
Oil Filter Adapter 9.4.8 Calculation of Un-weighted Baseline Shift Annex A16
Dipstick Tube 9.4.9 Non-Phased Cam Gear and Position Actuator Annex A17
Sensors, Switches, Valves, and Positioner’s 9.4.10 Installation and GM Short Block Assembly Procedure
Ignition System 9.4.11 Appendix
Fuel Injection System 9.4.12 Procurement of Test Methods Appendix X1
Intake Air System 9.4.13
1.4 This standard does not purport to address all of the
Engine Management System 9.4.14
safety concerns, if any, associated with its use. It is the
Accessory Drive Units 9.4.15
Exhaust Manifolds 9.4.16
responsibility of the user of this standard to establish appro-
Engine Flywheel and Guards 9.4.17
priate safety, health, and environmental practices and deter-
Lifting of Assembled Engines 9.4.18
mine the applicability of regulatory limitations prior to use.
Engine Mounts 9.4.19
Non-Phased Camshaft Gears 9.4.20
1.5 This international standard was developed in accor-
Internal Coolant Orifice 9.4.21
dance with internationally recognized principles on standard-
Calibration 10
ization established in the Decision on Principles for the
Stand/Engine Calibration 10.1
Procedure 10.1.1
Development of International Standards, Guides and Recom-
Reporting of Reference Results 10.1.2
mendations issued by the World Trade Organization Technical
Analysis of Reference/Calibration Oils 10.1.3
Barriers to Trade (TBT) Committee.
Instrument Calibration 10.2
Engine Torque Measurement System 10.2.3
Fuel Flow Measurement System 10.2.4
2. Referenced Documents
Coolant Flow Measurement System 10.2.5
Thermocouple and Temperature Measurement System 10.2.6
2.1 ASTM Standards:
Humidity Measurement System 10.2.7
D86 Test Method for Distillation of Petroleum Products and
Other Instrumentation 10.2.8
Liquid Fuels at Atmospheric Pressure
Test Procedure 11
External Oil System 11.1
D235 Specification for Mineral Spirits (Petroleum Spirits)
Flush Effectiveness Demonstration 11.2
(Hydrocarbon Dry Cleaning Solvent)
Preparation for Oil Charge 11.3
D240 Test Method for Heat of Combustion of Liquid Hy-
Initial Engine Start-Up 11.4
New Engine Break-In 11.5
drocarbon Fuels by Bomb Calorimeter
Oil Charge for Break-In 11.5.2
D323 TestMethodforVaporPressureofPetroleumProducts
Break-In Operating Conditions 11.5.3
(Reid Method)
Standard Requirements for Break-In 11.5.4
Routine Test Operation 11.6
D381 Test Method for Gum Content in Fuels by Jet Evapo-
Start-Up and Shutdown Procedures 11.6.1
ration
Flying Flush Oil Exchange Procedures 11.6.2
D445 Test Method for Kinematic Viscosity of Transparent
Test Operating Stages 11.6.3
Stabilization to Stage Conditions 11.6.4
and Opaque Liquids (and Calculation of Dynamic Viscos-
Stabilized BSFC Measurement Cycle 11.6.5
ity)
BLB1 Oil Flush Procedure for BL Oil Before Test Run 1 11.6.6
D525 Test Method for Oxidation Stability of Gasoline (In-
BSFC Measurement of BLB1 Oil Before Test Oil 11.6.7
BLB2 Oil Flush Procedure for BL Oil Before Test Oil 11.6.8
duction Period Method)
Run 2
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
BSFC Measurement of BLB2 Oil Before Test Oil 11.6.9
leum Products by Fluorescent Indicator Adsorption
Percent Delta Calculation for BLB1 vs. BLB2 11.6.10
Test Oil Flush Procedure 11.6.11
D2699 Test Method for Research Octane Number of Spark-
Test Oil Aging, Phase I 11.6.12
Ignition Engine Fuel
BSFC Measurement of Aged (Phase I) Test Oil 11.6.13
D3231 Test Method for Phosphorus in Gasoline
Test Oil Aging, Phase II 11.6.14
BSFC Measurement of Aged (Phase II) Test Oil 11.6.15
D3237 TestMethodforLeadinGasolinebyAtomicAbsorp-
Oil Consumption and Sampling 11.6.16
tion Spectroscopy
Flush Procedure for BL Oil (BLA) After Test Oil 11.6.17
General Test Data Logging Forms 11.6.18 D3338 Test Method for Estimation of Net Heat of Combus-
Diagnostic Review Procedures 11.6.19
tion of Aviation Fuels
Determination of Test Results 12
D4052 Test Method for Density, Relative Density, and API
Final Test Report 13
Gravity of Liquids by Digital Density Meter
Precision and Bias 14
Keywords 15
D4175 Terminology Relating to Petroleum Products, Liquid
Annexes
Fuels, and Lubricants
ASTM Test Monitoring Center Organization Annex A1
ASTM Test Monitoring Center: Calibration Procedures Annex A2 D4485 Specification for Performance of Active API Service
ASTM Test Monitoring Center: Maintenance Activities Annex A3
Category Engine Oils
ASTM Test Monitoring Center: Related Information Annex A4
D5185 Test Method for Multielement Determination of
Detailed Specifications and Drawings of Apparatus Annex A5
Oil Heater Bolton 255 Refill Procedure Annex A6
Engine Part Number Listing Annex A7
Safety Precautions Annex A8
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Sequence VIF Test Report Forms and Data Dictionary Annex A9
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
Statistical Equations for Mean and Standard Deviations Annex A10
Standards volume information, refer to the standard’s Document Summary page on
Determining the Oil Sump Full Level & Consumption Annex A11
the ASTM website.
´1
D8226 − 21a
Used and Unused Lubricating Oils and Base Oils by 3.1.7 engine oil, n—a liquid that reduces friction or wear, or
Inductively Coupled Plasma Atomic Emission Spectrom- both, between the moving parts of an engine; removes heat,
etry (ICP-AES) particularly from the underside of pistons; and serves as a
D5453 Test Method for Determination of Total Sulfur in combustion gas sealant for the piston rings.
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
3.1.7.1 Discussion—It may contain additives to enhance
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
certain properties. Inhibition of engine rusting, deposit
D6837 Test Method for Measurement of Effects ofAutomo-
formation, valve train wear, oil oxidation, and foaming are
tive Engine Oils on Fuel Economy of Passenger Cars and
examples. D4175
Light-Duty Trucks in Sequence VIB Spark Ignition En-
6 3.1.8 fuel economy, n—in internal combustion engines, the
gine (Withdrawn 2022)
efficient use of gasoline.
D6894 TestMethodforEvaluationofAerationResistanceof
Engine Oils in Direct-Injected Turbocharged Automotive
3.1.8.1 Discussion—Determined by comparing the rate of
Diesel Engine (Withdrawn 2022)
fuel consumption of a test oil with that displayed by baseline
E29 Practice for Using Significant Digits in Test Data to
oil. D6837
Determine Conformance with Specifications
3.1.9 lubricant, n—any material interposed between two
E191 Specification forApparatus For Microdetermination of
surfaces that reduces the friction or wear, or both, between
Carbon and Hydrogen in Organic and Organo-Metallic
them. D4175
Compounds
3.1.10 non-reference oil, n—any oil other than a reference
2.2 SAE Standards:
oil, such as a research formulation, commercial oil, or candi-
J304 Engine Oil Tests
date oil. D4175
J1423 Classification of Energy-Conserving Engine Oil for
3.1.11 non-standard test, n—a test that is not conducted in
Passenger Cars and Light-Duty Trucks
conformance with the requirements in the standard test
2.3 API Publication:
method, such as running on an un-calibrated test stand, using
API 1509 Engine Oil Licensing and Certification System
different test equipment, applying different equipment assem-
2.4 ANSI Standards:
bly procedures, or using modified operating conditions. D4175
ANSI MC96.1-1975 Temperature Measurement—
Thermocouples 3.1.12 purchaser, n—of an ASTM test, a person or organi-
zation that pays for the conduct of anASTM test method on a
3. Terminology
specified product.
3.1 Definitions:
3.1.12.1 Discussion—The preferred term is purchaser. Dep-
3.1.1 air-fuel ratio, n—in internal combustion engines, the
recatedtermsthathavebeenusedareclient,requester,sponsor,
mass ratio of air-to-fuel in the mixture being induced into the
and customer. D4175
combustion chambers. D4175
3.1.13 reference oil, n—an oil of known performance char-
3.1.2 automotive, adj—descriptive of equipment associated
acteristics used as a basis for comparison. D4175
with self-propelled machinery, usually vehicles driven by
3.1.14 test oil, n—any oil subjected to evaluation in an
internal combustion engines. D4175
established procedure. D4175
3.1.3 blowby, n—in internal combustion engines, that por-
3.1.15 test start, n—introduction of test oil into the engine
tion of the combustion products and unburned air/fuel mixture
source. D4175
that leaks past piston rings into the engine crankcase during
operation. D4175
3.2 Definitions of Terms Specific to This Standard:
3.2.1 aged test oil, n—an engine oil to be tested that has
3.1.4 break-in, v—in internal combustion engines, the run-
been previously subjected to use in a spark-ignited operating
ning of a new engine under prescribed conditions to help
engine for a prescribed length of service under prescribed
stabilize engine response and help remove initial friction
conditions. D6837
characteristics associated with new engine parts. D6837
3.2.2 aging, n—the subjecting of an engine oil to use in a
3.1.5 calibrate, v—todeterminetheindicationoroutputofa
device (for example, thermometer, manometer, engine) or a spark-ignited operating engine for a prescribed length of
given engine with respect to a standard. D4175 service under prescribed conditions. D6837
3.1.6 calibration oil, n—an oil that is used to determine the 3.2.3 central parts distributor (CPD), n—the manufacturer
indication or output of a measuring device or a given engine
or supplier, or both, of many of the parts and fixtures used in
with respect to a standard. D4175 this test method.
3.2.3.1 Discussion—Because of the need for availability,
The last approved version of this historical standard is referenced on
rigorous inspection, and control of many of the parts used in
www.astm.org.
this test method, companies having the capabilities to provide
Available from SAE International (SAE), 400 Commonwealth Dr.,Warrendale,
PA 15096, http://www.sae.org.
the needed services have been selected as the official suppliers
Available from American Petroleum Institute (API), 1220 L. St., NW,
for the Sequence VIF test method. These companies work
Washington, DC 20005-4070, http://www.api.org.
closely with the Test Procedure Developer and with theASTM
Available fromAmerican National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036, http://www.ansi.org. groups associated with the test method to help ensure that the
´1
D8226 − 21a
criticalenginepartsusedinthistestmethodareavailabletothe 5.2 Use—The Sequence VIF test method is useful for
testing industry and function satisfactorily. D6894 engine oil fuel economy specification acceptance. It is used in
3.2.4 engine hours, n—cumulative time that ignition is specifications and classifications of engine lubricating oils,
powered after engine installation. such as the following:
5.2.1 Specification D4485.
3.2.4.1 Discussion—Engine hours will include any time
5.2.2 API 1509.
accumulated on a different stand, including engine break-in.
5.2.3 SAE Classification J304.
3.2.5 engine shutdown, n—the engine is brought to a com-
5.2.4 SAE Classification J1423.
plete stop.
3.2.6 flush, v—to wash out with a rush of engine oil, during
6. Apparatus
a prescribed mode of engine operation to minimize carryover
6.1 General—Standardize certain aspects of each test stand
effect from the previous oil and remove residues, before
in terms of stand hardware. Examples of components that are
introducing new test oil. D6837
specified are certain pumps, valves, heat exchangers, heaters,
3.2.7 flying flush, n—in internal combustion engines, the
and piping nominal inside diameter (ID).Where specified, four
washing out with a rush of engine oil, during a prescribed
classes or categories of stand hardware have been designated:
mode of engine operation to minimize carryover effect from
6.1.1 Special parts photos or prints are included in this
the previously used oil and remove residues without stopping
procedure.Substitutionofequivalentequipmentisallowed,but
the engine after the previous test. D6837
only after equivalency has been proven acceptable by the
3.2.8 off test time, n—time when the test is not operating at
Sequence VI Surveillance Panel.
the scheduled test conditions, but shutting down the engine is
6.2 Test Engine Configuration—The test engine is a spe-
not required.
cially built General Motors (GM) 3.6 L (LY7) engine (see
3.2.9 stage restart, n—re-initiate a stage while the engine is
X1.3). Mount the engine on the test stand so that the flywheel
running.
friction face is 3.0° 6 0.5° from the vertical with the front of
the engine higher than the rear. The driveshaft angle shall be
4. Summary of Test Method
1.5° 6 0.5° from engine to dynamometer.The driveshaft angle
4.1 The internal combustion engine with a displacement of
shall be 0° 6 0.5° in the horizontal plane. Do not alter, modify,
3.6 L is installed on a dynamometer test stand equipped with
or rework any components of the engine unless authorized by
the appropriate controls for speed, torque, and various other
the Sequence VI surveillance panel.
operating parameters.
6.2.1 Enginesthathaverunanoilbelowaviscositygradeof
SAE 0W-16 (0W-12 or lower) are not to run any subsequent
4.2 The test method consists of measuring the laboratory
tests on 0W-16 or higher viscosity grades.
engine brake specific fuel consumption at six constant speed/
torque/temperature conditions for the baseline calibration oil,
6.3 Laboratory Ambient Conditions—Do not permit air
test oil, and a repeat of the baseline calibration oil. The
fromfansorventilationsystemstoblowdirectlyontheengine.
approximate test length is 197 h.
Small (<35 L⁄s) fans may be used to direct air towards the
4.3 Aged test oil is compared directly to fresh VIE BL knock sensor and oxygen sensors. The ambient laboratory
atmosphere shall be relatively free of dirt, dust, or other
(baseline oil) SAE 20W-30 (see X1.2) baseline calibration oil
that is run before and after the test oil. When changing from contaminants as required by good laboratory standards and
practices.
test oil to baseline oil, an intermediate flush with special
flushing oil (FO) is required to minimize the possibility of a
6.4 Engine Speed and Torque Control—The dynamometer
carryover effect from the previous oil.
speed and torque control systems shall be capable of maintain-
4.4 Test results are expressed as a percent change in ing the limits specified in Tables 1-3. The VIF closed-loop
weighted fuel consumption relative to the baseline calibration control system maintains speed by electronic throttle and
oil. torque by dynamometer control. Since these speed and torque
tolerances require sensitive and precise control, give particular
5. Significance and Use
attention to achieving and maintaining accurate calibration of
the related instrument systems.
5.1 Test Method—Thedataobtainedfromtheuseofthistest
6.4.1 Dynamometer—Use a Midwest or Eaton 37 kW
method provide a comparative index of the fuel-saving capa-
Model 758 dry gap dynamometer (see X1.4). Replacing an
bilities of automotive engine oils under repeatable laboratory
engine dynamometer during a test (reference or non-reference
conditions.ABLhas been established for this test to provide a
oil) is not acceptable. If a dynamometer needs to be replaced
standard against which all other oils can be compared. The BL
during a test, abort the test. Follow calibration requirements
oil is an SAE 20W-30 grade fully formulated lubricant. The
shown in 10.2.3 before starting each new test.
test procedure was not designed to give a precise estimate of
the difference between two test oils without adequate replica- 6.4.2 Dynamometer Torque:
tion. The test method was developed to compare the test oil to 6.4.2.1 Dynamometer Load Cell—Measure the dynamom-
theBLoil.Companiontestmethodsusedtoevaluateengineoil eter torque by a load cell of 0 kg to 45 kg. The dyno load cell
performanceforspecificationrequirementsarediscussedinthe shall have the following features:
latest revision of Specification D4485. (1) Good temperature stability:
´1
D8226 − 21a
A
TABLE 1 Sequence VIF New Engine Cyclic Break-in
Cycle
AB
Time at Each Step, min 4 1
Time to Decel. to Step A, s 15 max
Time to Accel. to Step B, s 15 max
Speed, r/min 1500 ± 50 3500 ± 50
Power, kW 6.0 16.5
Torque, nm 38.00 ± 5 45.00 ± 5
OilGallery,°C 80±2 80±2
Coolant In, °C 80 ± 2 80 ± 5
Coolant Flow, L/min 80 ± 5 80 ± 5
Intake Air Temperature and Humidity Control Not Required
Exh. Back Press., kPa 105 Not Specified
AFR Record Not Specified
Fuel Pressure to Fuel Rail, kPa 405 ± 10 405 ± 10
Fuel Temperature to Fuel Rail, °C 22 ± 2 22 ± 2
Fuel Flow, kg/h Not Specified Not Specified
BSFC, kg/kWh Not Specified Not Specified
A
The time at each cycle and their acceleration and deceleration times shall be adhered to; target all parameters as close as possible.
A
TABLE 2 Sequence VIF Test Operating Conditions
Parameter Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6
B
Speed, r/min 2000±5 2000±5 1500±5 695±5 695±5 695±5
B
Load Cell, N·m 105.0 ± 0.1 105.0 ± 0.1 105.0 ± 0.1 20.0 ± 0.1 20.0 ± 0.1 40.0 ± 0.1
Nominal, Power kW 22.0 22.0 16.5 1.5 1.5 2.9
B
Oil Gallery, °C 100±2 65±2 100±2 100±2 35±2 100±2
B
Coolant-In, °C 94±2 65±2 94±2 94±2 35±2 94±2
Stabilization Time, min 90 90 90 90 90 90
All Stages
Temperatures, °C
Oil Circulation Record
Coolant Out Record
B
Intake Air 29±2
B
Fuel-to-Flow Meter 26±2
B
Fuel-to-Fuel Rail 22±2
C
Delta Load Cell Delta from the max stage averaging reading shall be #12
Oil Heater 205 max
Pressures
Intake Air, kPa 0.05 ± 0.02
Fuel-to-Flow Meter, kPa 110 ± 10
Fuel-to-Fuel Rail, kPa 405 ± 10
Intake Manifold, kPa abs Record
B
Exhaust Back Pressure, kPa abs Stages 1–3 = 105.00 ± 0.17 / Stages 4–6 = 104.00 ± 0.17
Engine Oil, kPa Record
Crankcase, kPa 0.0 ± 0.25
Flows
Engine Coolant, L/min 80 ± 4
B
Fuel Flow, kg/h Record
Humidity, Intake Air, g/kg of dry air 11.4 ± 0.8
B
Air-to-Fuel Ratio 14.00:1 to 15.00:1
C
Air-to-Fuel Ratio Delta from the max stage averaging reading shall be #0.50
A
Controlled parameters should be targeted for the middle of the specification range.
B
Critical measurement and control parameters.
C
Difference between the maximum stage average reading of the entire test and the individual stage average readings.
(a) Zero≤0.0036%RatedOutputperdegreeCelsius,and 6.4.2.3 Dynamometer Load Cell Temperature Control—
(b) Span ≤0.0036 % Rated Output per degree Celsius. Control the load cell temperature. Enclose the dynamometer
(2) Nonlinearity 0.05 % Rated Output. load cell to protect it from the variability of laboratory ambient
(3) Temperature compensation over range expected in temperatures. Mount the enclosure to the dynamometer base to
laboratory 21 °C to 40 °C. A Lebow Model 3397 or Interface minimize vibration effects on the load cell. A band heater is
1500 ASK load cells (see X1.5) have been found suitable for optional as supplementary control. Maintain air in the enclo-
this application. sure within the operating temperature range specified by the
6.4.2.2 Dynamometer Load Cell Damper—Do not use a load cell manufacturer within a variability of no more than
load cell damper. 66 °C. Control temperature by a means that does not cause
´1
D8226 − 21a
A
TABLE 3 Sequence VIF Test Operating Conditions Stage Flush and Stage Aging Hours SI Units
Aging
Stage Flush
Phase 1 & Phase II
Speed, r/min 1500 ± 5 2250 ± 5
Torque, nm 70.00 ± 0.10 110.00 ± 0.10
B
Temperatures, °C
Oil Gallery 115 ± 2 120 ± 2
Coolant In 109 ± 2 110 ± 2
Oil Circulation Record Record
Coolant Out Record Record
Intake Air 29 ± 2 29 ± 2
B
Fuel-to-Flow Meter 26±2 26±2
Fuel-to-Rail 22 ± 2 22 ± 2
Pressures
Intake Air, kPa 0.05 ± 0.02 0.05 ± 0.02
Fuel-to-Flow Meter, kPa 110 ± 10 110 ± 10
Fuel-to-Rail, kPa 405 ± 10 405 ± 10
Intake Manifold, kPa abs Record Record
Exhaust Back, kPa abs 105.00 ± 0.20 105.00 ± 0.20
Engine Oil, kPa Record Record
Flows and Others
Engine Coolant, L/min 80 ± 4 80 ± 4
Fuel Flow, kg/h Record Record
Humidity, Intake Air Record Record
g/kg, of dry air 11.4 ± 0.8 11.4 ± 0.8
Air-to-Fuel Ratio 14.00:1 to 15.00:1 14.00:1 to 15.00:1
Crankcase, Pressure, kpA N/A 0.0 ± 0.25
A
Controlled parameters should be targeted for the middle of the specification range.
B
±3 °C within this range.
uneventemperaturesonthebodyoftheloadcell.Plumbingthe A5.1-A5.3), Model NPE, Size 1ST, mechanical seal, with a
engine intake air supply to the enclosure has been found to be 1.4914 kW, 3450 r⁄min motor, has been found suitable for this
a suitable method for temperature control. application (see X1.7). Voltage and phase of the motor is
6.4.2.4 Dynamometer Connection to Engine—Use a damper optional. Variable frequency drive (VFD) devices are accept-
system or damped shaft with U-joints for the dynamometer-to- able in this application.
engine connection (see 6.2). The following have been found 6.5.3 The coolant system volume is not specified; however
suitable and are currently used: Vulkan, Machine Service Inc. certain cooling system components are specified as shown in
(see X1.31) with a stiffness of 5.2 kN·m⁄rad. Figs.A5.1-A5.3.Adhere to the nominal ID of the line sizes as
6.4.2.5 Dynamometer Load Cell Power Supply—Laboratory shown in Figs. A5.1-A5.3.
ambient temperatures can affect the accuracy of the load cell 6.5.4 Thespecifiedheatexchanger(HX-1inFig.A5.1)isan
powersupply.Tominimizetheerrorintroducedbytemperature ITT Standard brazed plate model 320-20, P/N 5-686-06-
changes to the load cell power supply, select a power supply 020-001 or ITT Bell and Gossett brazed plate model BP-
with a temperature drift spec <15 µV⁄ ºC (manufacturers of 75H-20, P/N 5-686-06-020-001 (see X1.8). Parallel or coun-
power supplies often report this drift specification in ppm, and ter flow through the heat exchanger is permitted.
15 ppm is equivalent to 15 µV). 6.5.4.1 Approved replacement heat exchangers are: ITT
Bell & Gossett brazed plate Model BP-420-20, P/N 5-686-
6.5 Engine Cooling System—Useanexternalenginecooling
06-020-005 and ITT Bell and Gossett brazed plate Model
systemtomaintainthespecifiedjacketcoolanttemperatureand
BP-422-20, P/N 5-686-06-020-007 (see X1.8).
flow rate during the test (see Figs. A5.1-A5.5). An alternative
cooling system is shown in Fig. A5.3. The systems shall have
the following features: The sole source of supply of the brazed plate heat exchanger, model 320-20 is
ITT Standard. If you are aware of alternative suppliers, please provide this
6.5.1 Pressurize the coolant system at the top of the reser-
information to ASTM International Headquarters. Your comments will receive
voir. Control the system pressure to 100 kPa 6 10 kPa. Install
careful consideration at a meeting of the responsible technical committee, which
a pressure cap or relief valve capable of maintaining system
you may attend.
The sole source of supply of the brazed plate heat exchanger, models
pressure within the above requirements (PC-1 in Figs. A5.1-
BP-75H-20, BP-420-20, and BP-422-20 is ITT Bell & Gossett. If you are aware of
A5.3) (see X1.6).
alternative suppliers, please provide this information to ASTM International
6.5.2 The pumping system shall produce 80 L⁄min 6
Headquarters.Your comments will receive careful consideration at a meeting of the
4 L⁄min. A Gould’s G&L centrifugal pump (P-1 in Figs. responsible technical committee, which you may attend.
´1
D8226 − 21a
6.5.4.2 The specified heat exchanger(s) for the alternative 9003GCW36SV3A19L36, 2-way globe, 2 in., air-to-close
cooling system (see Figs.A5.2 and A5.3) are an ITT shell and valve is the specified valve (see X1.10).AVFD device (P-1 in
tube Model BCF 5-030-06-048-001 or an American Indus- Fig. A17.3) would not require this value.
13 15
trial AA-1248-3-6-SP (see X1.8). 6.5.9 Use aViatran model 274/374, Validyne model DP15
16 17
6.5.5 An orifice plate (OP-1 in Fig. A5.1) is specified. It is or P55, or Rosemount models 1151 or 3051 differential
recommended that the orifice plate be sized to provide a pressure transducer for reading the coolant flow rate at the
pressure drop equal to that of heat exchanger HX-1 and install orifice plate (FE-103 in Figs.A5.1-A5.3) (see X1.11) if orifice
it in the bypass loop of the coolant system. plate is used for flow measurement.
6.5.5.1 An orifice plate (OP-1) is not required when using 6.5.10 Replace the engine water pump with a water pump
the alternative cooling system (see Figs. A5.2 and A5.3). plate OHT6D-005-1, shown in Fig. A5.4.
6.5.6 Anorificeplate(differentialpressure)(FE-103inFigs. 6.5.11 Acoolantreservoir,acoolantoverflowcontainer,and
A5.1-A5.3) may be used (see X1.9). Use an orifice flange, 11/2 a sight glass are required as shown in Figs.A5.1-A5.3 and Fig.
NPT.Sizetheorificeplatetoyieldapressuredropof11.21 kPa A17.5. The design or model of these items is optional.
6 0.50 kPa at a flow rate of 80 L⁄min. There shall be ten 6.5.12 Use a control valve (TCV-101 in Figs. A5.2 and
diameters upstream and five diameters downstream of straight, A5.3) for controlling the process water flow rate through the
smooth pipe with no reducers or increasers. Flange size shall heat exchanger HX-1. A Badger Meter Inc. Model
be the same size as pipe size. Threaded, slip-on or weld neck 9001GCW36SV3Axxx36 (air-to-close) or Model
styles can be used if a consistent pipe diameter is kept 9001GCW36SV1Axxx36 (air- to-open), 2-way globe, 1-in.
throughout the required lengths. An orifice obtained from valve have been found to be suitable for this application (see
Flowell (see X1.9) has been found suitable. As an alternate to X1.10). Variable frequency drive Toshiba VFAS3-2015P has
using a differential pressure orifice plate to measure coolant been found suitable for coolant flow control.
flow, the volumetric coolant flow rate may be measured using 6.5.13 Use an 1 ⁄2 in. NPT sight glass in the main coolant
any venturi or electronic flow meter that has an accuracy of circuit (SG-1 in Figs.A5.1-A5.3).The make/model is optional.
<60.5 %. 6.5.14 Brass, copper, galvanized or stainless-steel materials
6.5.7 A control valve (TCV-104 in Figs. A5.1 and A5.2)is are recommended for hard plumbing in the coolant system.
required for controlling coolant temperature by directing flow 6.5.15 The materials used for process water, hot water,
through the heat exchanger, HX-1, or diverting it through the chilled water, process air, engine coolant overflow, and engine
bypass portion of the cooling system. coolanttransducertubingareatthediscretionofthelaboratory.
6.5.7.1 A Badger Meter Inc. Model No. 6.5.16 The system shall have provisions (for example, low
9003TCW36SV3AxxL36 (air-to-close), or Model No. point drains) for draining all the flushing water prior to
9003TCW36SV1AxxL36 (air-to-open) 3-way globe (divert), installing a new coolant mixture.
2 in. valve is the specified valve (see X1.10).
6.6 External Oil System—An external oil system as shown
6.5.7.2 A Badger Meter Inc. Model No.
in Figs. A5.6-A5.10 is required. Although all the systems are
9003TCW36SV3A19L36 (air-to-close), or Model No.
interconnected in some manner, the overall external oil system
9003TCW36SV1A19L36 (air-to-open) are also acceptable if
is comprised of two separate circuits: (1) the flying flush
the trim package used with these valves has a CV of 16.0.
system, which allows the oil to be changed while the engine is
6.5.7.3 Install the valve in a manner so that loss of air
running, and (2) the circulation system for oil temperature
pressure to the controller results in coolant flow through the
control. Consider the engine oil pan (OHT6D-001-1 or
heat exchanger rather than through the coolant bypass (fail
OHT6D-001-2) shown in Fig. A5.9 a part of the external oil
safe). Air-to-open/air-to-close is optional.
system. Minimize the external oil volume of all the circuits as
6.5.7.4 Control valve (TCV-104) is not required when using
well as the length of connections and surfaces in contact with
the alternative cooling system (see Figs. A5.2 and A5.3).
more than one oil in the flush system to enable more thorough
6.5.8 A control valve (FCV-103 in Figs. A5.1-A5.3)is
flying flushes (see X1.23).
required for controlling the coolant flow rate to 80.0 L⁄min 6
6.6.1 The flush system has a high capacity scavenge pump,
4 L⁄min. A Badger Meter Inc. Model No.
that pumps used oil into a minimum 6.0 L capacity dump
12 15
ThesolesourceofsupplyoftheBCF5-030-06-048-001heatexchangerisITT The sole source of supply of Viatran pressure transducers is Vaitran, 199 Fire
Standard, 175 Standard Parkway, Cheektowaga (Buffalo), NY 14227. If you are Tower Drive, Tonawanda, NY 14150. If you are aware of alternative suppliers,
aware of alternative suppliers, please provide this information to ASTM Interna- please provide this information to ASTM International Headquarters. Your com-
tional Headquarters.Your comments will receive careful consideration at a meeting ments will receive careful consideration at a meeting of the responsible technical
1 1
of the responsible technical committee, which you may attend. committee, which you may attend.
13 16
The sole source of supply of theAA-1248-3-6-SPheat exchanger isAmerican The sole source of supply of Validyne pressure transducers is Validyne
Industrial Heat Transfer, Inc., 355American Industrial Drive, LaCrosse, VA23950. Engineering, 8626 Wilbur Avenue, Northridge, CA 91324. If you are aware of
If you are aware of alternative suppliers, please provide this information to ASTM alternative suppliers, please provide this information to ASTM International
International Headquarters. Your comments will receive careful consideration at a Headquarters.Your comments will receive careful consideration at a meeting of the
1 1
meeting of the responsible technical committee, which you may attend. responsible technical committee, which you may attend.
14 17
The sole source of supply of Badger Meter Valves is Badger Meter, 4545 W The sole source of supply of Rosemont pressure transducers is Emerson
Brown Deer Rd, PO Box 245036, Milwaukee, WI 53224. If you are aware of Electric Co, 8000 West Florissant Avenue, PO Box 4100, St. Louis, MO 63136. If
alternative suppliers, please provide this information to ASTM International you are aware of alternative suppliers, please provide this information to ASTM
Headquarters.Your comments will receive careful consideration at a meeting of the International Headquarters. Your comments will receive careful consideration at a
1 1
responsible technical committee, which you may attend. meeting of the responsible technical committee, which you may attend.
´1
D8226 − 21a
reservoir while fresh oil is drawn into the engine. The dump (2) FCV-150A is a Burkert Type 251 piston-operated
reservoir float switch then resets certain solenoids and the valve used with a Type 312 solenoid valve (or a Burkert Type
engine refills to the level established by the float switch in the
2000 piston-operated valve used with a Type 311, 312, or 330
engine oil pan (which then closes the solenoid to the fresh oil
solenoid valve) for actuation of air supply to the piston valve,
reservoir).
solenoid valve direct-coupled to piston valve, normally closed,
6.6.2 Theoilheat/coolloopusesaproportionalcontrollerto
explosion proof (left to the discretion of the laboratory), and
bypass the cooling heat exchanger. Control the temperature
watertight, ⁄4 in., 2-way, stainless-steel NPT fitting.
within narrow limits with minimal additional heat (and surface
(3) FCV-150C is to be Burkert Type 2000 with 13 mm
temperatures). The system can respond quickly to establish the
orifice and 50 mm actuator.Additionally, flexible hoses to and
different oil gallery temperatures required in the procedure.
from FCV-150C are to be size #12 and the internal diameter of
Arrange the proportional three-way control valve to go to its
all fittings on the suction side of the engine driven oil pump
mid-point during the flying flushes to avoid trapping oil, and
shall be equal to or greater than 13 mm. Hose lines to and from
there shall be some cooling during test oil aging so that no oil
FIL-2 are to be size #10.
is trapped in the cooler.
(4) FCV-150DandFCV-150EareBurkertType251piston-
6.6.3 Do not use cuprous materials in any of the oil systems
operated valves used with a Type 312 solenoid valve (or a
(excluding the oil scavenge discharge system) except as may
BurkertType2000piston-operatedvalveusedwithaType311,
be required using mandatory equipment in this procedure.
312, 330, or 331 solenoid valve) for actuation of air supply to
6.6.4 The flying flush system (see Fig. A5.6) shall have the
the piston valve, solenoid valve direct-coupled to the piston
following features:
6.6.4.1 A scavenge pump, Viking Series 475, gear type, valve, normally closed, explosion proof (left to the discretion
close-coupled pump, model H475M is specified (see X1.13). of the laboratory), and watertight, ⁄2 in., 2-way, stainless-steel
The pump shall have an electric motor drive of 1140 r/min to
NPT fitting.
1150 r/min with a minimum of 0.56 kW.Voltage and phase are
6.6.5.4 Use control valve (TCV-144 in Fig. A5.6). The
optional.
specified valve is a Badger Meter Inc. Model No.
6.6.4.2 A reservoir with a minimum capacity of 19 L. It is 14
1002TBN36SVOSALN36, 3-wayglobe(divert), ⁄2 in.,airto
recommended that the system include three reservoirs, one for
open valve (see X1.17).
BL calibration oil, one for FO (flush oil), and one for test oil.
6.6.5.5 Use a heat exchanger (HX-6 in Fig. A5.6) for oil
6.6.4.3 An oil stirrer in each oil reservoir.
cooling. The specified heat exchanger is an ITT model 310-
6.6.4.4 Anoilheatingsystem(withappropriatecontrols)for
10 11
20 or an ITT Bell & Gossett, model BP-25-20 (P/N
each oil reservoir with the capability of heating the oil in the
5-686-04-020-001), brazed plate (see X1.18).
reservoir to 93 °C to 107 °C.
6.6.4.5 A dump reservoir (see Fig. A5.8) with a minimum
NOTE 2—The ITT Standard and ITT Bell and Gossett heat exchangers
capacity of 6.0 L.
have been standardized using one model and part number. The new
6.6.4.6 A dump reservoir float switch is required (FLS-136
replacement is Model BP410-20, P/N 5-686-04-020-002.
in Fig. A5.8). The make and model are optional. An OHT-
6.6.5.6 Use an electric heater (EH-5 in Fig. A5.6) for oil
6D001-04/Switch,Level,Gems,hightemperaturefloatswitch
heating. The specified heater is a heating element inserted in
has been found suitable for this application (see X1.23).
the liquid Cerrobase or Bolton 255 inside a Labeco oil heater
6.6.5 The circulation system for oil temperature control
housing(seeX1.19).Anyheaterelementsratedat3000Wmay
shall have the following features:
be used within the Labeco housing. There are two recom-
6.6.5.1 A total volume, including oil volume in the oil pan
mended heating elements: (1) a three element with Incaloy
to the full mark, shall be 5.9 L.
sheath, Chromolox P/N GIC-MTT-330XX, 230 V, single
6.6.5.2 Use a positive displacement oil circulation pump.A
Viking Series 4125, Model G4125, G4124A, or G4124B, no phase; (2) Wiegland Industries/Chromolox, Emerson Electric
reliefvalve,base-mountedarespecified(seeX1.15).Thepump Model MTS-230A, P/N 156-019136-014, 240 V single phase.
shall have a V-belt or direct drive electric drive motor of
(1) It is specified that a thermocouple be installed in the
1140 r⁄min to 1170 r⁄min with a minimum power of 0.56 kW.
external oil heater so that the temperature can be monitored.
Voltage and phase are optional.
Install this thermocouple into the top of the heater into the
Cerrobase or Bolton 255 (see Fig. A5.7) to an insertion depth
NOTE 1—If using a V-belt drive, use a 1:1 pulley ratio so that the final
of 245 mm 6 3 mm. Do not exceed the maximum temperature
speed of the pump is a nominal 1150 r⁄min.
of 205 °C.
6.6.5.3 Use solenoid valves (FCV-150A, FCV-150C, FCV-
(2) The procedure for replacing a heating element is
150D, and FCV-150E, in Fig. A5.6) (see X1.16).
detailed in Annex A6.
(1) FCV-150F and its related lines/piping are optional.
18 19
The sole source of supply of Viking Pumps is Viking Pumps, 401 State Street, ThesolesourceofsupplyofBurkettValvestype251and2000isBurkettFluid
Cedar Falls IA50613. If you are aware of alternative suppliers, please provide this Control Systems, 11425 Mt Holly-Huntersville Rd, Huntersville, NC 28078. If you
information to ASTM International Headquarters. Your comments will receive are aware of alternative suppliers, please provide this information to ASTM
careful consideration at a meeting of the responsible technical committee, which International Headquarters. Your comments will receive careful consideration at a
you may attend. meeting of the responsible technical committee, which you may attend.
...