ASTM D8074-23

Standard Test Method for Evaluation of Diesel Engine Oils in DD13 Diesel Engine

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the liner scuffing and ring distress performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR, uncoated top rings, and running on ultra-low sulfur diesel fuel. Results are obtained from used oil analysis, operational data, and component measurements before and after test.  
5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including adhesive wear between an uncoated piston ring and cylinder liner. This test method is commonly referred to as the DD13 Scuffing Test.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exception—Where there is no direct SI equivalent, such as the units for screw threads, National Pipe Threads/diameters, tubing size, and single source supply equipment specifications.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Annex A2 for specific safety precautions.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

General Information

• Status: Published
• Publication Date: 30-Sep-2023
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0 - Automotive Lubricants

Relations

• Replaces: ASTM D8074-22 - Standard Test Method for Evaluation of Diesel Engine Oils in DD13 Diesel 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 D613-24 - Standard Test Method for Cetane Number of Diesel Fuel Oil
• Effective Date: 01-Feb-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D975-23a - Standard Specification for Diesel Fuel
• Effective Date: 15-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D445-23 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Nov-2023
• Refers: ASTM D975-23 - Standard Specification for Diesel Fuel
• Effective Date: 15-Aug-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 D86-23 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Mar-2023
• Refers: ASTM D613-23 - Standard Test Method for Cetane Number of Diesel Fuel Oil
• Effective Date: 01-Mar-2023
• 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
• Refers: ASTM D4683-20 - Standard Test Method for Measuring Viscosity of New and Used Engine Oils at High Shear Rate and High Temperature by Tapered Bearing Simulator Viscometer at 150 °C
• Effective Date: 01-Jun-2020

Overview

ASTM D8074-23: Standard Test Method for Evaluation of Diesel Engine Oils in DD13 Diesel Engine is a crucial international standard developed by ASTM International. This standard defines a comprehensive engine test procedure, commonly known as the DD13 Scuffing Test, for evaluating the performance of diesel engine oils, particularly focusing on their resistance to adhesive wear-namely liner scuffing and piston ring distress. The procedure uses a turbocharged and intercooled Detroit DD13 diesel engine equipped with uncoated top rings and operating on ultra-low sulfur diesel (ULSD) fuel with exhaust gas recirculation (EGR).

ASTM D8074-23 ensures consistency, repeatability, and accuracy in diesel engine oil testing, thus supporting oil manufacturers, automotive industries, and regulatory agencies in specifying, qualifying, and monitoring engine oil performance to meet advanced heavy-duty diesel engine requirements.

Key Topics

• Liner Scuffing and Ring Distress: The core of the method assesses oil performance against adhesive wear occurring between the uncoated piston ring and the cylinder liner, a common issue in modern diesel engines.
• Test Stand Calibration: Emphasizes statistical consistency by involving reference oil testing and, when required, ASTM Test Monitoring Center (TMC) calibration to ensure inter-laboratory comparability.
• Engine and Operating Conditions: Specifies controlled engine speed, coolant and oil temperatures, pressure, and fuel properties under two critical test stages to rigorously challenge engine oil capabilities.
• Oil Analysis and Component Assessment: Performance evaluation relies on analytical results from used oil samples, operational data, and detailed physical measurement of engine components before and after the test.
• Quality Assurance and Compliance: Recognizes the importance of standardized laboratory practices, instrument calibration, and adherence to safety, health, and environmental protocols.

Applications

The DD13 Scuffing Test under ASTM D8074-23 has broad practical value across several sectors:

• Engine Oil Specification and Approval: Provides a recognized basis for lubricant manufacturers and OEMs (Original Equipment Manufacturers) to certify and qualify diesel engine oils according to stringent industry and regulatory specifications.
• Product Development and Formulation: Assists R&D laboratories in evaluating and improving the resistance of new or existing engine oil formulations to wear and scuffing under realistic heavy-duty operating conditions.
• Quality Control for Commercial Oils: Serves as a key quality benchmark for consistent, reliable engine oil performance in the field.
• Regulatory Compliance: Supplies documented methodology for compliance with environmental and operational standards-particularly beneficial when harmonizing with international trade and technical regulations.

Related Standards

ASTM D8074-23 references and aligns with a range of related standards to ensure comprehensive evaluation and consistency, including but not limited to:

• ASTM D975: Specification for Diesel Fuel
• ASTM D445: Kinematic Viscosity of Transparent and Opaque Liquids
• ASTM D664: Acid Number of Petroleum Products
• ASTM D5185: Multielement Determination in Lubricating Oils
• ASTM D130: Corrosiveness to Copper from Petroleum Products
• ASTM D6078: Diesel Fuel Lubricity (SLBOCLE) (withdrawn)
• Code of Federal Regulations Title 40, Part 86: Emission standards

These referenced standards support the rigorous analytical, safety, and performance assessment outlined in ASTM D8074-23, helping laboratories and manufacturers uphold product integrity and maintain trust in heavy-duty diesel lubricant markets.

---

Keywords: ASTM D8074-23, DD13 scuffing test, diesel engine oil testing, liner scuffing, ring distress, engine oil evaluation, heavy-duty diesel, lubricant specification, ultra-low sulfur diesel, ASTM standards.

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: D8074 − 23
Standard Test Method for
Evaluation of Diesel Engine Oils in DD13 Diesel Engine
This standard is issued under the fixed designation D8074; 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).
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.
1. Scope* responsibility of the user of this standard to establish appro-
priate safety, health, and environmental practices and deter-
1.1 This test method covers an engine test procedure for
mine the applicability of regulatory limitations prior to use.
evaluating diesel engine oils for performance characteristics,
See Annex A2 for specific safety precautions.
including adhesive wear between an uncoated piston ring and
1.4 This international standard was developed in accor-
cylinder liner. This test method is commonly referred to as the
dance with internationally recognized principles on standard-
DD13 Scuffing Test.
ization established in the Decision on Principles for the
1.2 The values stated in SI units are to be regarded as
Development of International Standards, Guides and Recom-
standard. No other units of measurement are included in this
mendations issued by the World Trade Organization Technical
standard.
Barriers to Trade (TBT) Committee.
1.2.1 Exception—Where there is no direct SI equivalent,
such as the units for screw threads, National Pipe Threads/
2. Referenced Documents
diameters, tubing size, and single source supply equipment
2.1 ASTM Standards:
specifications.
D86 Test Method for Distillation of Petroleum Products and
1.3 This standard does not purport to address all of the
Liquid Fuels at Atmospheric Pressure
safety concerns, if any, associated with its use. It is the
D93 Test Methods for Flash Point by Pensky-Martens
Closed Cup Tester
D97 Test Method for Pour Point of Petroleum Products
This test method is under the jurisdiction of ASTM Committee D02 on
D130 Test Method for Corrosiveness to Copper from Petro-
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Subcommittee D02.B0 on Automotive Lubricants.
leum Products by Copper Strip Test
Current edition approved Oct. 1, 2023. Published November 2023. Originally
D235 Specification for Mineral Spirits (Petroleum Spirits)
approved in 2016. Last previous edition approved in 2022 as D8074 – 22. DOI:
10.1520/D8074-23.
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 For referenced ASTM standards, visit the ASTM website, www.astm.org, or
letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
Drive, Freeport, PA 16229, www.astmtmc.org. Attention: Director. This edition Standards volume information, refer to the standard’s Document Summary page on
incorporates revisions in all information Letters through No. 23-1. the ASTM website.
*A Summary of Changes section appears at the end of this standard
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D8074 − 23
(Hydrocarbon Dry Cleaning Solvent) D6078 Test Method for Evaluating Lubricity of Diesel Fuels
D287 Test Method for API Gravity of Crude Petroleum and by the Scuffing Load Ball-on-Cylinder Lubricity Evalua-
tor (SLBOCLE) (Withdrawn 2021)
Petroleum Products (Hydrometer/Method)
D6984 Test Method for Evaluation of Automotive Engine
D445 Test Method for Kinematic Viscosity of Transparent
Oils in the Sequence IIIF, Spark-Ignition Engine
and Opaque Liquids (and Calculation of Dynamic Viscos-
D7320 Test Method for Evaluation of Automotive Engine
ity)
Oils in the Sequence IIIG, Spark-Ignition Engine
D482 Test Method for Ash from Petroleum Products
E29 Practice for Using Significant Digits in Test Data to
D524 Test Method for Ramsbottom Carbon Residue of
Determine Conformance with Specifications
Petroleum Products
E168 Practices for General Techniques of Infrared Quanti-
D613 Test Method for Cetane Number of Diesel Fuel Oil
tative Analysis
D664 Test Method for Acid Number of Petroleum Products
2.2 Other Standards:
by Potentiometric Titration
5,6
Code of Federal Regulations Title 40 Part 86.310-79
D975 Specification for Diesel Fuel
2.3 Other ASTM Document:
D976 Test Method for Calculated Cetane Index of Distillate
ASTM Deposit Rating Manual 20 Formerly CRC Manual
Fuels 7
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
leum Products by Fluorescent Indicator Adsorption 3. Terminology
D2274 Test Method for Oxidation Stability of Distillate Fuel
3.1 Definitions:
Oil (Accelerated Method)
3.1.1 adhesive wear (scuffıng), n—wear due to localized
D2500 Test Method for Cloud Point of Petroleum Products
bonding between contacting solid surfaces leading to material
and Liquid Fuels
transfer between the two surfaces or loss from either surface.
D2622 Test Method for Sulfur in Petroleum Products by
D4175
Wavelength Dispersive X-ray Fluorescence Spectrometry
3.1.2 blind reference oil, n—a reference oil, the identity of
D2709 Test Method for Water and Sediment in Middle
which is unknown by the test facility.
Distillate Fuels by Centrifuge
3.1.2.1 Discussion—This is a coded reference oil that is
D3338 Test Method for Estimation of Net Heat of Combus-
submitted by a source independent from the test facility. D4175
tion of Aviation Fuels
3.1.3 blowby, n—in internal combustion engines, that por-
D3524 Test Method for Diesel Fuel Diluent in Used Diesel
tion of the combustion products and unburned air/fuel mixture
Engine Oils by Gas Chromatography
that leaks past piston rings into the engine crankcase during
D4052 Test Method for Density, Relative Density, and API
operation. D4175
Gravity of Liquids by Digital Density Meter
3.1.4 break-in, v—in internal combustion engines, the run-
D4175 Terminology Relating to Petroleum Products, Liquid
ning of a new engine under prescribed conditions to help
Fuels, and Lubricants
stabilize engine response and help remove initial friction
D4294 Test Method for Sulfur in Petroleum and Petroleum
characteristics associated with new engine parts. D4175
Products by Energy Dispersive X-ray Fluorescence Spec-
3.1.5 calibrate, v—to determine the indication or output of a
trometry
measuring device with respect to that of a standard. D4175
D4683 Test Method for Measuring Viscosity of New and
3.1.6 calibrated test stand, n—a test stand on which the
Used Engine Oils at High Shear Rate and High Tempera-
testing of reference material(s), conducted as specified in the
ture by Tapered Bearing Simulator Viscometer at 150 °C
standard, provided acceptable test results.
D4739 Test Method for Base Number Determination by
3.1.6.1 Discussion—In several automotive lubricant stan-
Potentiometric Hydrochloric Acid Titration
dard test methods, the ASTM Test Monitoring Center provides
D5185 Test Method for Multielement Determination of
testing guidance and determines acceptability. D4175
Used and Unused Lubricating Oils and Base Oils by
3.1.7 calibration test, n—an engine test conducted on a
Inductively Coupled Plasma Atomic Emission Spectrom-
reference oil under carefully prescribed conditions, the results
etry (ICP-AES)
D5186 Test Method for Determination of the Aromatic
The last approved version of this historical standard is referenced on
Content and Polynuclear Aromatic Content of Diesel
www.astm.org.
Fuels By Supercritical Fluid Chromatography
Available from U.S. Government Printing Office, Superintendent of
D5453 Test Method for Determination of Total Sulfur in
Documents, 732 N. Capitol St., NW, Washington, DC 20401-0001, http://
www.access.gpo.gov.
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
https://www.gpo.gov/fdsys/granule/CFR-2013-title40-vol19/CFR-2013-
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
title40-vol19-sec86-310-79.
D5967 Test Method for Evaluation of Diesel Engine Oils in
For stock #TMCMNL20, visit the ASTM website, www.astm.org, or contact
T-8 Diesel Engine ASTM Customer Service at [e-mail].
D8074 − 23
of which are used to determine the suitability of the engine 3.1.19 quality index (QI), n—a mathematical formula that
stand/laboratory for such tests on non-reference oils. uses data from controlled parameters to calculate a value
indicative of control performance. D4175
3.1.7.1 Discussion—A calibration test also includes tests
conducted on parts to ensure their suitability for use in
3.1.20 quantity, n—in the SI, a measurable property of a
reference and non-reference tests. D4175
body or substance where the property has a magnitude ex-
3.1.8 candidate oil, n—an oil that is intended to have the pressed as the product of a number and a unit; there are seven,
performance characteristics necessary to satisfy a specification well-defined base quantities (length, time, mass, temperature,
and is intended to be tested against that specification. D4175 amount of substance, electric current and luminous intensity)
from which all other quantities are derived (for example,
3.1.9 engine oil, n—a liquid that reduces friction or wear, or
volume whose SI unit is the cubic metre).
both, between the moving parts within an engine; removes heat
3.1.20.1 Discussion—Symbols for quantities must be care-
particularly from the underside of pistons; and serves as
fully defined; are written in italic font, can be upper or lower
combustion gas sealant for the piston rings.
case, and can be qualified by adding further information in
3.1.9.1 Discussion—It may contain additives to enhance
subscripts, or superscripts, or in parentheses (for example, t
fuel
certain properties. Inhibition of engine rusting, deposit
= 40 °C, where t is used as the symbol for the quantity Celsius
formation, valve train wear, oil oxidation, and foaming are
temperature and t is the symbol for the specific quantity fuel
fuel
examples. D4175
temperature). D4175
3.1.10 exhaust gas recirculation (EGR), n—the mixing of
3.1.21 reference oil, n—an oil of known performance
exhaust gas with intake air to reduce the formation of nitrogen
characteristics, used as a basis for comparison.
oxides (NO ). D4175
x
3.1.21.1 Discussion—Reference oils are used to calibrate
3.1.11 heavy-duty, adj—in internal combustion engine
testing facilities, to compare the performance of other oils, or
operation, characterized by average speeds, power output and
to evaluate other materials (such as seals) that interact with
internal temperatures that are close to the potential maximums.
oils. D4175
D4175
3.1.22 sludge, n—in internal combustion engines, a deposit,
3.1.12 heavy-duty engine, n—in internal combustion engine
principally composed of insoluble resins and oxidation prod-
types, one that is designed to allow operation continuously at or
ucts from fuel combustion and the lubricant, that does not drain
close to its peak output.
from engine parts but can be removed by wiping with a cloth.
3.1.13 lubricant test monitoring system (LTMS), n—an ana-
D4175
lytical system in which ASTM calibration test data are used to
3.1.23 standard test, n—a test on a calibrated test stand,
manage lubricant test precision and severity (bias). D4175
using the prescribed equipment in accordance with the require-
3.1.13.1 LTMS date, n—the date the test was completed
ments in the test method, and conducted in accordance with the
unless a different date is assigned by the TMC. D6984/D7320
specified operating conditions.
3.1.13.2 LTMS time, n—the time the test was completed
3.1.24 test oil, n—any oil subjected to evaluation in an
unless a different time is assigned by the TMC. D6984/D7320
established procedure.
3.1.14 lubricant, n—any material interposed between two
3.1.24.1 Discussion—It can be any oil selected by the
surfaces that reduces the friction or wear, or both, between
laboratory conducting the test. It could be an experimental
them. D4175
product or a commercially available oil. Often it is an oil that
is a candidate for approval against engine oil specifications
3.1.15 mass fraction of B, w , n—mass of a component B in
B
(such as manufacturers’ or military specifications, and so
a mixture divided by the total mass of all the constituents of the
forth). D4175
mixture.
3.1.15.1 Discussion—Values are expressed as pure numbers
3.1.25 test parameter, n—a specified component, property,
or the ratio of two units of mass (for example, mass fraction of
or condition of a test procedure.
-6
lead is w = 1.3 × 10 = 1.3 mg/kg). D4175
B 3.1.25.1 Discussion—Examples of components are fuel,
lubricant, reagent, cleaner, and sealer; of properties are density,
3.1.16 non-reference oil, n—any oil other than a reference
temperature, humidity, pressure, and viscosity; and of condi-
oil; such as a research formulation, commercial oil or candidate
tions are flow rate, time, speed, volume, length, and power.
oil. D4175
D4175
3.1.17 non-standard test, n—a test that is not conducted in
3.1.26 volume fraction of B, φ , n—volume of component B
conformance with the requirements in the standard test
B
divided by the total volume of the all the constituents of the
method; such as running on an uncalibrated test stand, using
mixture prior to mixing.
different test equipment, applying different equipment assem-
bly procedures, or using modified operating conditions. D4175 3.1.26.1 Discussion—Values are expressed as pure numbers
or the ratio of two units of volume (for example, φ = 0.012 =
B
3.1.18 oxidation, n—of engine oil, the reaction of the oil
1.2 % = 1.2 cL/L). D4175
with an electron acceptor, generally oxygen, that can produce
deleterious acidic or resinous materials often manifested as 3.1.27 varnish, n—in internal combustion engines, a hard,
sludge formation, varnish formation, viscosity increase, or dry, generally lustrous deposit that can be removed by solvents
corrosion, or combination thereof. D4175 but not by wiping with a cloth. D4175
D8074 − 23
3.1.28 wear, n—the loss of material from a surface, gener- turbocharged and intercooled four-cycle diesel engines
ally occurring between two surfaces in relative motion, and equipped with EGR, uncoated top rings, and running on
resulting from mechanical or chemical action or a combination ultra-low sulfur diesel fuel. Results are obtained from used oil
of both. D4175 analysis, operational data, and component measurements be-
fore and after test.
3.2 Definitions of Terms Specific to This Standard:
3.2.1 new laboratory, n—one that has never previously 5.2 The test method may be used for engine oil specification
calibrated a test stand under this test method. acceptance when all details of the procedure are followed.
3.2.2 new stand, n—a test cell and support hardware which
6. Apparatus
has never previously been calibrated under this test method.
6.1 Laboratory—The ambient laboratory atmosphere shall
3.2.3 scuff, n—a distress that disturbs the surface finish of
be relatively free of dirt and other contaminants as required by
the cylinder liner in such a manner as to prohibit identification
good laboratory standards. Air filtration and temperature and
of other prior surface finishes, including but not limited to
humidity control in the engine buildup area helps prevent
polish and honing marks.
accumulation of dirt, rust, and other contaminants on engine
3.3 Acronyms:
parts and aids in measuring and selecting parts for assembly.
3.3.1 CAC—charge air cooler
6.2 Test Engine:
3.3.2 CAN—controller area network 9,10,11
6.2.1 The test engine is a Detroit DD13 diesel engine,
3.3.3 CARB—California air resources board
common rail fuel system, with high-flow injectors. It is a
12.8 L, open-chamber, in-line, six-cylinder, four-stroke,
3.3.4 DACA II—data acquisition and control automation II
turbocharged, charge air-cooled, compression-ignition engine.
3.3.5 DD—Detroit diesel
The bore and stroke are 132 mm and 156 mm, respectively.
3.3.6 DDCSN—Detroit diesel customer support network
6.2.1.1 Detroit Diesel Parts and Part Numbers—
3.3.7 EGR—exhaust gas recirculation Information about parts and part numbers is provided in Annex
A3. Use test parts on a first-in/first-out basis.
3.3.8 EOT—end of test
6.2.2 Detroit Diesel Customer Support Network
3.3.9 ID—internal diameter
(DDCSN)—For engine rebuild specifications, use Online
3.3.10 MCM—motor control module
Power Service Literature rebuild manual. In the event of a
conflict with Section 8, the latter takes precedence.
3.3.11 OMS—oil mist separator
6.2.3 Engine Cooling System:
3.3.12 SOT—start of test
6.2.3.1 For each test, use fresh Detroit Power Cool (see
4. Summary of Test Method 7.3) to limit scaling in the cooling system. Pressurize the
8 system at the expansion tank.
4.1 This test method uses a Detroit DD13 12.8 L, six-
6.2.3.2 To prevent air entrainment and to control coolant
cylinder diesel engine with EGR.
related parameters within specified limits, use a closed-loop,
4.2 The engine is disassembled prior to each test, the parts
pressurized, external, engine-cooling system composed of a
solvent-cleaned and measured, and rebuilt using all new
heat exchanger, an expansion tank, a water-out temperature-
pistons, uncoated rings, cylinder liners, and connecting rod
control valve, a flow meter, and a flow-control device. A
bearings, in strict accordance with furnished specifications.
schematic is shown in Fig. A4.1. Install a sight glass between
The engine crankcase is solvent cleaned and worn or defective
the engine and the cooling tower to check for air entrainment
parts replaced.
and uniform flow in order to observe and prevent localized
4.3 The test stand is equipped with appropriate accessories boiling. Fit the coolant tank with a radiator cap with a
recommended 140 kPa relief pressure. Include in the cooling
for controlling speed, torque, and various engine operating
conditions. system a flow-control device between the engine and expan-
sion tank and a flow meter between the expansion tank and
4.4 Following an engine break-in, the test oil is installed, the
engine inlet.
engine warmed up to the test conditions, and a two-stage
(1) Use the coolant heat exchanger to adequately control
procedure lasting a maximum of 200 h is initiated. Oil samples
the coolant temperature at the jacket outlet to the set point in
are taken periodically for the measurement of viscosity, soot,
Table 1.
oxidation, and wear metals concentrations.
(2) Use a flow control device to throttle coolant flow within
4.5 Scuffing is determined from analysis of end-of-test parts
range specified in Table 1.
and test oil samples.
5. Significance and Use
The sole source of the apparatus known to the committee at this time is Detroit
Diesel Corporation, 13400 Outer Drive, West Detroit, MI 48239-4001, USA.
5.1 This test method was developed to evaluate the liner 10
If you are aware of alternative suppliers, please provide this information to
scuffing and ring distress performance of engine oils in
ASTM International Headquarters. Your comments will receive careful consider-
ation at a meeting of the responsible technical committee which you may attend.
Purchase from a local Detroit Diesel Dealer. The Detroit Diesel part number
Detroit is a registered trademark of Detroit Diesel Corporation, 13400 Outer can be accessed from information provided in A3.1.
Drive, West Detroit, MI 48239-4001, USA. Available at www.ddcsn.com.
D8074 − 23
TABLE 1 Schedule of Conditions for the Test Procedure
Set Point for Stage 1 Set Point for Stage 2
A
Time, h 30 170 standard
B
Controlled Quantities, units
Engine Speed, r/min 1800 1800
Fuel Flow Rate, kg/h 32 71
Air Temperature in Engine Intake, °C 35 35
Coolant Temperature at Jacket Outlet, °C 105 105
Oil Temperature in Gallery, °C 118 118
Fuel Temperature at Engine Inlet, °C 38 38
Air Temperature in Intake Manifold, °C 75 87
Coolant Pressure at Jacket Inlet, kPa (gauge) 250 250
Exhaust Pressure in Tailpipe, kPa (absolute) 105.5 125.5
Air Pressure in Intake Manifold, kPa (absolute) 202.5 327.5
Air Pressure in Engine Intake, kPa (absolute) 96.4 94.8
C
Ranged Quantities, units
Coolant Flow Rate, L/min 340 to 360 340 to 360
Uncontrolled Quantities, units
Blowby Flow Rate, L/min Record Record
OMS Speed, r/min Record Record
Barometric Pressure, kPa (absolute) Record Record
Air Pressure at Turbocharger Outlet, kPa (gauge) Record Record
Air Pressure at CAC Outlet, kPa (gauge) Record Record
Delta Air Pressure across CAC, kPa Record Record
Crankcase Pressure, kPa (gauge) Record Record
Air Pressure in the Coolant Tank, kPa (gauge) Record Record
Coolant Pressure at Jacket Outlet, kPa (gauge) Record Record
Delta Coolant Pressure for Jacket kPa (gauge) Record Record
Exhaust Pressure Pre-Turbocharger Front, kPa (gauge) Record Record
Exhaust Pressure Pre-Turbocharger Rear, kPa (gauge) Record Record
EGR Pressure, kPa (gauge) Record Record
Oil Pressure in Gallery, kPa (gauge) Record Record
Air Temperature at Turbocharger Outlet, °C Record Record
Air Temperature of Ambient Conditions, °C Record Record
Delta Coolant Temperature across Engine, °C Record Record
Delta Coolant Temperature across Coolant Jacket, °C Record Record
Coolant Temperature at Engine Inlet, °C Record Record
Coolant Temperature at Engine Outlet, °C Record Record
Coolant Temperature at Jacket Inlet, °C Record Record
EGR Temperature, °C Record Record
Exhaust Temperature the Exhaust Tailpipe, °C Record Record
Temperature of the Return Fuel, °C Record Record
Air Temperature at the CAC Outlet, °C Record Record
Oil Temperature in Sump, °C Record Record
Dew Point Temperature of Inlet Air, °C Record Record
Coolant Temperature at Engine Inlet, °C Record Record
Coolant Temperature at EGR Cooler Inlet, °C Record Record
Coolant Temperature at EGR Cooler Outlet, °C Record Record
Delta Coolant Temperature for EGR Cooler, °C Record Record
Torque, N·m Record Record
Mass of External Oil Tank, kg Record Record
Relative Humidity of Inlet Air, % Record Record
A
Although 170 h is a standard test time, tests run for longer than 170 h are still valid tests.
B
Target all controlled quantities at mean.
C
All ranged quantities shall fall within the specified limits.
(3) Supply pressurized air to the top of the expansion tank. auxiliary pump. The system schematic is shown in Fig. A4.4.
Regulate the air pressure to adequately control the coolant Use lines with 10 mm internal diameter (ID) for the return to
pressure at jacket inlet to the set points in Table 1. Depending engine sump and 13 mm ID for suction from engine sump.
on the configuration of the cooling system, air pressure up to Connect the rear, gear cover to a vent line with a minimum ID
140 kPa may need to be supplied to achieve the set point. of 10 mm, as shown in Figs. A4.4 and A4.5.
6.2.3.3 Block the thermostat wide open at 13 mm as 6.2.4.2 Locate the suction line of the auxiliary oil-system on
shown in Fig. A4.2. the intake side of the engine sump, at the lower, modified
6.2.3.4 Vent the EGR cooler to the top of the expansion bulk-head fitting. Modify the (lower) factory plug by drilling a
tank, away from the pressure feed, as shown in Fig. A4.3. hole through it and welding a ⁄4 in. pipe coupling to the
6.2.4 Auxiliary Oil System: exterior end. Weld a tube 20 mm diameter by 0.1 m long to one
6.2.4.1 To maintain a constant oil level in the engine sump, end of a 90° ⁄4 in. elbow. Bend the 0.1 m long tube at 90°.
connect it to a separate, closed reservoir with a minimum Clean the threading, as needed, to allow the elbow to mate with
capacity of 15 L. Circulate oil through the reservoir with an the ⁄4 in. fitting in the modified plug. Trim the 0.1 m long tube
D8074 − 23
so that when the tube is installed into the modified plug in the (4) Modify the oil module to create a fitting for an oil
oil pan, the top of the tube is 267 mm down from the pan rail, supply line to the remote oil heat exchanger as follows:
59 15
as shown in Fig. A4.4. Examples of these modified parts are
(a) drill a ⁄64 in. or ⁄16 in. hole in the bottom of the oil
shown in Fig. A4.6. module (see Fig. A4.12);
6.2.4.3 Locate the return line, shown in Fig. A4.5, at the
(b) machine a piece of aluminum bar stock to a diameter
upper bulk-head fitting, as shown in Fig. A4.7. Modify the
of 38 mm and a length of 45 mm;
bulk-head fitting to connect to the 10 mm ID return line by
(c) drill and tap this piece of aluminum for a ⁄4 in. NPT
drilling a hole through the (upper) factory plug and welding a
and cut one end at a 30° angle;
⁄4 in. pipe coupling to the exterior end. Connect one end of an
(d) weld this aluminum cylinder onto the previously
elbow to the ⁄4 in. pipe coupling and connect the other end to
drilled hole in the bottom of the oil module so the cylinder is
the 10 mm ID return line.
pointing away from the side of the engine and towards the front
6.2.4.4 Connect the vent line of the auxiliary oil-system to
of the engine;
the top of the auxiliary oil reservoir and the air compressor 3 3
(e) install a straight male ⁄4 in. NPT to ⁄4 in. NPT flare
block-off plate, as shown in Fig. A4.5.
fitting.
13,10
6.2.4.5 Use Viking Pump Model SG053514 as the
(5) Modify the oil module to create a fitting for an
auxiliary oil pumps. Nominal pump speed is specified as
oil-return line from the remote oil heat exchanger as follows:
1725 r ⁄min.
(a) locate and remove the plug from the side of the
6.2.4.6 Locate a ⁄4 in. oil sampling port within the pressur-
housing;
14,10
ized oil circuit using a No. 4 Aeroquip or equivalent and a
(b) machine out the middle of the plug;
small petcock valve, as shown in Fig. A4.5. Use a maximum
(c) weld a ⁄4 in. NPT union half coupling;
sample-line length of 2.5 m.
(d) reinstall the modified plug and install a 90°, ⁄4 in.
6.2.4.7 Locate a pressurized, oil-filling line between the oil
NPT male to ⁄4 in. flare fitting, as shown in Fig. A4.13.
cooler and the oil-filter housing on the return to the filter
6.2.5.2 Use the Detroit Diesel oil filter housing.
housing. Connect the line to the oil pressure in gallery line via
6.2.6 Blowby Meter—Use a meter capable of providing data
a tee. Refer to Fig. A4.7.
at a minimum frequency of 1 Hz. To prevent blowby conden-
6.2.5 Oil-Cooling System:
sate from draining back into the engine, ensure the blowby line
6.2.5.1 Remote Oil Heat Exchanger and Bypass Plate—This
has a downward slope to a collection bucket. Ensure the
section describes how to modify the engine to rout oil through
collection bucket has a minimum volume of 19 L. Locate the
a remote oil heat exchanger and how to modulate water flow
blowby meter downstream of the collection bucket. The slope
through this oil heat exchanger to adequately control the oil
of the blowby line downstream of the collection bucket is
temperature in the gallery to the set points in Table 1.
unspecified. This engine is also equipped with an oil mist
(1) Remove the stock heat exchanger from the oil-cooler
separator (OMS) mounted on the engine to evacuate blowby
module (see Fig. A4.8) and set the o-rings aside. Fabricate a
gases.
6.35 mm thick aluminum block-off plate using the oil cooler as
a pattern (see Fig. A4.9). Install the block-off plate with o-rings
6.2.7 Air Supply and Filtration—Use an air-filter element
and new M8 × 1.25 × 25 bolts. Torque the bolts to 30 N·m.
appropriately sized for a 12.8 L diesel engine. Replace the filter
(2) Remove the oil thermostat cover by using Kent-Moore
cartridge when the air pressure in engine intake cannot be
15,10
tool W470 589 030 900 to remove the thermostat. Disas-
reached. Install an adjustable valve (flapper) in the inlet air
semble the thermostat and set aside the thermostat housing and
system to control the air pressure in engine intake to set points
retaining ring. Machine a piece of aluminum bar stock to a
in Table 1. The adjustable valve (flapper) shall be at least
diameter of 37.719 mm and a length of 85.725 mm. Insert this
two-pipe diameters before any temperature, pressure, and
aluminum plug into the thermostat housing and reinstall the
humidity measurement devices.
retaining ring (see Fig. A4.10).
6.2.8 Fuel Supply—Heating, cooling, or both of the fuel
(3) Connect the oil module to the remote heat exchanger by
supply may be required to achieve adequate fuel-temperature
using two 19 mm ID lines to allow oil to flow through a
control with the set points specified in Table 1. A typical
127 mm × 356 mm double-pass, stainless-steel, remote oil heat
system is shown in Fig. A4.14.
exchanger shown in Fig. A4.11. Oil shall flow through the shell
6.2.9 Specifications for the Charge Air Cooler (CAC)—
portion of the heat exchanger. The combined length of the oil
Select a CAC such that the pressure drop across the CAC is
lines to and from the remote oil heat exchanger and the
≤10 kPa at test conditions. Provide sufficient cooling capacity
modified oil module shall not be greater than 2.6 m total
to adequately control the air temperature in intake manifold to
length.
the set points specified in Table 1. Equip the CAC with a drain
to remove condensate formed when moisture in the air passes
by the cooler process water. Use the Detroit Diesel intake
The sole source of supply of the apparatus known to the committee at this time
manifold.
is Viking Pump, Inc., a unit of IDEX Corporation, 406 State Street, P.O. Box 8,
Cedar Falls, IA 50613-0008.
6.2.10 Exhaust Pressure Control—Install an adjustable
The sole source of supply of the apparatus known to the committee at this time
valve (flapper) in the tailpipe after any temperature, pressure,
is Aeroquip Performance Products. www.aeroquipperformance.com.
15 or CO measurement devices to adequately control exhaust
The sole source of supply of the apparatus known to the committee at this time 2
is Kent-Moore, which is available from local suppliers. pressure in tailpipe to set points in Table 1.
D8074 − 23
6.2.11 Dynamometer—Use a dynamometer capable of con- 8. Preparation of Apparatus
trolling engine speed to the set points in Table 1. A Midwest
8.1 Cleaning of Parts:
16,10
1519 dynamometer has been found suitable for this pur-
8.1.1 Engine Block—Thoroughly spray the engine with
pose.
solvent to remove any oil remaining from the previous test and
6.2.12 Turbocharger Wastegate—Supply regulated pressur-
air-dry. Follow the optional use of an engine parts washer by a
ized air directly to the wastegate on the turbocharger by
solvent wash and air-dry. Use a bristle brush to clean all oil
bypassing the ECM-controlled air modulator to the wastegate
galleries, OMS ports, and oil drainback holes. Use a Scotch-
20,10
on the engine. Regulate the air pressure supplied to the
Brite pad, or equivalent, to clean gasket surfaces, liner
wastegate to adequately control air pressure in the intake
bores, and bearing saddles.
manifold to set points in Table 1. It is recommended to supply
8.1.2 Rocker Covers and Oil Pan—Remove all sludge,
up to 275 kPa of air pressure to allow adequate control of the
varnish, and oil deposits. Rinse with solvent and air-dry.
waste gate.
Follow the optional use of an engine parts washer by a solvent
6.2.13 Oil Pump—Use the Detroit Diesel oil pump.
wash and air-dry.
6.2.14 OMS Speed Sensor—Use the Detroit Diesel speed
8.1.3 Auxiliary Oil System—Flush all oil lines, heat
11 11 11
sensor with Detroit Diesel bracket and connector. Use
exchanger, galleries, and external oil reservoirs with solvent to
17,10,18
OMS gas vent Mack Trucks part number 21122541.
remove any previous test oil and then air-dry.
6.2.15 Engine-Control System—The engine controls system
8.1.4 Oil-Cooler Module—Remove thermostat. Thoroughly
is manufactured by Daimler Engineering and is available from
clean with solvent to remove any previous test oil and then
9,10
Detroit Diesel. It includes the CPC module, the Motor
air-dry. Follow the optional use of an engine parts washer by a
Control Module (MCM), the Daimler control station, and the
solvent wash and air-dry.
wiring harness for the test stand.
8.1.5 Cylinder-Head—Thoroughly clean the cylinder heads
6.2.16 Block-off Plate for Dosing Injector—Remove the
on the top side using solvent and a bristle brush. Use a
dosing (7th) injector in the exhaust and install a block off plate
Scotch-Brite, or equivalent, on the bottom side. Replace or
as shown in Fig. A4.15. Fit a plug into the dosing block
rebuild cylinder head as necessary.
assembly to block the fuel line that would normally run to the
8.1.6 Intake Manifold—Remove and clean the intake mani-
dosing injector, as shown in Fig. A4.16.
fold after a maximum of 200 h running under test conditions.
Scrub the manifold using a bristle brush and solvent, wash
7. Engine Fluids using an engine parts washer and air dry.
8.1.7 EGR Cooler—Clean the EGR cooler before every test
7.1 Test Oil—Approximately 95 L of test oil are required for
using either high-pressure air and hot water or an ultrasonic
the test.
cleaner.
7.2 Test Fuel—Approximately 16 600 L of PC-10 ultra low
8.1.8 EGR Venturi Unit—Clean the venturi thoroughly be-
19,10
sulfur diesel (ULSD) test fuel are required per 200 h test.
fore each test using a bristle brush. Do not use metal-cleaning
The fuel shall have the properties and tolerances shown in the
equipment. Ensure the holes for the differential pressure sensor
“PC-10 Fuel Specification” section of the “TMC-Monitored
are cleaned.
Test Fuel Specifications” document maintained by the TMC.
8.1.9 Fuel Module—Clean as needed. Method used is not
specified.
7.3 Coolant—Use 50/50 Premixed Detroit Power Cool.
8.1.10 Cylinder Liners—Clean new cylinder liners prior to
7.4 Build-up Oil—Use Detroit 15W-40 Motor Oil.
installing in the engine as follows:
7.5 Cleaning Materials:
(1) wash with solvent;
21,10
7.5.1 For cleaning engine parts, use only mineral spirits (2) scrub using a bristle brush and a detergent (Tide has
(solvent) meeting the requirements in Specification D235, Type been found suitable for this purpose);
II, Class C for Aromatic Content (volume fraction 0 % to 2 %), (3) rinse with cold water;
Flash Point (142 °C, min) and Color (not darker that +25 on (4) wipe with heptane;
Saybolt Scale or 25 on Pt-Co Scale). (Warning—Combustible. (5) wipe thoroughly with Detroit 15W-40 Motor Oil to
Health hazard.) Obtain a Certificate of Analysis for each batch protect from rust prior to installing in the engine;
of solvent from the supplier. (6) after installing in engine, wipe clean with heptane.
7.5.2 Heptane. (Warning—Flammable. Health hazard.)
8.2 Preparation for Engine Build:
8.2.1 Fuel Module—Inspect fuel cooler for debris and
replace cooler if debris is found.
8.2.2 Oil Pump—Replace the oil pump after a maximum of
The sole source of supply of the apparatus known to the committee at this time
Dyne Systems, Inc., W209 N17391 Industrial Drive, Jackson, WI 53037, USA. Tel.:
400 h running under test conditions.
[phone].
The sole source of supply of the apparatus known to the committee at this time
is Mack Trucks Inc., 13302 Pennsylvania Avenue, Hagerstown, MD 21742, USA.
18 20
Available from local Mack Trucks Inc. distributors. The sole sources of supply of the material known to the committee at this time
The sole source of the fuel known to the committee at this time is Chevron is 3M Corporate Headquarters, 3M Center, St. Paul, MN 55144-1000, USA.
Phillips Chemical Company LP, 10001 Six Pines Drive, Suite 4036B, The The sole source of supply of the apparatus known to the committee at this time
Woodlands, TX 77387-4910, USA. Tel: [phone], email: is manufactured by Proctor and Gamble Company, 1 P&G Plaza, Cincinnati, OH
[e-mail]. 45202, USA. Tel. [phone]. www.pg.com.
D8074 − 23
8.2.3 Components of the Gear Train—Inspect and replace 8.6.1 Calibrations—Calibrate thermocouples, pressure
gears as necessary. Replace gear thrust washers prior to each gauges, and measuring equipment for speed, torque, and
engine build. fuel-flow prior to each reference oil test or at any time readout
8.2.4 Rocker Box—Inspect saddles and replace as necessary. data indicates a need.
8.2.5 Crankshaft—Inspect crankshaft prior to each build. At 8.6.1.1 Conduct calibrations with at least two points that
the laboratory’s discretion, polish or replace as necessary. bracket the normal operating range.
8.6.1.2 Make these calibrations part of the laboratory re-
8.3 Cylinder Liner, Piston, and Piston-Ring Assembly:
cord.
8.3.1 Fitting of Cylinder Liner—For proper heat transfer, fit
8.6.1.3 During calibration, connect leads, hoses and readout
cylinder liners to the block using the procedure outlined using
systems in the normally-used manner and calibrate with
DDCSN.
necessary standards.
8.3.2 Piston and Rings—Cylinder liners, pistons, and rings
8.6.1.4 For controlled temperatures, immerse thermo-
are provided as a set and shall be used as a set. Examine piston
couples in calibration baths. Calibrate standards with instru-
rings for any handling damage. Record the pre-test measure-
ments traceable to the National Institute of Standards and
ments as detailed in 10.1.
Technology at a minimum of a yearly basis.
8.4 Injectors and Injection Pumps:
8.6.2 Temperature Measurement and Delta Temperature
8.4.1 Injectors—Use high-flow injector nozzles. Injectors
Calculation:
shall have a date code 2014 or later, indicated by the first two
8.6.2.1 General—Measure temperature with thermocouples
numbers of the date code (for example, “15…” denotes date
and conventional readout equipment. The thermocouple type is
code 2015). See Appendix X1 for location of date codes. Use
not specified. For temperatures in the 0 °C to 150 °C range,
only injectors with approved date codes.
calibrate temperature measuring systems to 60.5 °C for at
least two temperatures that bracket the normal operating range.
8.5 Assembly Instructions:
8.5.1 General: Insert all thermocouples so that the tips are located midstream
of the flow unless otherwise indicated.
8.5.1.1 Use the test parts specified for this test without
material or dimensional modification. 8.6.2.2 Air Temperature of Ambient Conditions—Locate
22,10
thermocouple in a convenient, well-ventilated position away
8.5.1.2 Use Detroit Genuine Parts for all replacement
test engine parts. Build kits containing screened and measured from the engine and hot accessories.
23,10
8.6.2.3 Coolant Temperature at Engine Outlet—Locate the
parts are provided by TEI. Purchase these kits from TEI.
For a list of parts supplied in the TEI kits see A3.2. thermocouple within 305 mm of the engine block. An example
location is shown in Fig. A4.17.
8.5.1.3 In the event of a temporary parts supply problem, the
TMC may approve alternative parts. If such approved parts are 8.6.2.4 Coolant Temperature at Engine Inlet—Locate the
thermocouple within 305 mm of the engine block. An example
used, record the approval in the test report.
8.5.1.4 Assemble all parts as illustrated in the DDCSN location is shown in Fig. A4.11.
8.6.2.5 Coolant Temperature at Jacket Inlet—Locate the
online manual except where otherwise noted in this section.
coolant jacket inlet thermocouple in the coolant module, at an
8.5.1.5 Target all dimensions at the mean values of the
specifications. Use Detroit 15W-40 Motor Oil for lubricating insertion depth of 76.2 mm from the face of the module, as
shown in Fig. A4.7.
parts during assembly.
8.5.2 Thermostat—Use the modified coolant thermostat as 8.6.2.6 Coolant Temperature at Jacket Outlet—Locate the
coolant jacket outlet thermocouple in the coolant module, at an
described in 6.2.3.3.
8.5.3 Connecting-Rod Bearings—Install new connecting- insertion depth of 50.8 mm from the face of the engine block,
as shown in Fig. A4.18.
rod bearings for each test.
8.5.4 Main Bearings—Install new main bearings for each 8.6.2.7 Oil Temperature in Gallery—Locate the thermo-
couple at the intake side of the block in the rear, oil-gallery
test.
8.5.5 Cooling Nozzles for Piston Undercrown—Take par- passage at an insertion depth of 60.3 mm from the face of the
block. Fitting inserted in place of the factory plug. Refer to Fig.
ticular care in assembling the cooling nozzles for the piston-
undercrown to insure proper piston cooling (follow installation A4.5 for location.
8.6.2.8 Oil Temperature in Sump—Using a front sump oil
instructions described in DDCSN ).
8.5.6 Thrust Washers—Install new thrust washers for each pan configuration, locate a thermocouple on the exhaust side of
the oil pan, in the modified bulkhead connector. Thermocouple
test.
8.5.7 New Parts—Use test parts on a first-in/first-out basis. shall extend a minimum of 25.4 mm into oil pan. Refer to Fig.
A4.19.
Install new screened and measured parts (see A3.2) for each
re-build. 8.6.2.9 Air Temperature in Engine Intake—Locate the ther-
mocouple in the center of the air stream leading to the
8.6 Measurements:
turbocharger inlet, as shown in Fig. A4.20. Thermocouple shall
be approximately 330 mm upstream of the turbo inlet connec-
The sole source of supply of the apparatus known to the committee at this time
tion.
is www.demanddetroit.com/parts-service/parts/demandgenuine.
The sole source of supply of the apparatus known to the committee at this time
TEI, 12718 Cimarron Path, San Antonio, TX 78249-3423, USA. Tel. [phone] National Institute of Standards and Technology, 100 Bureau Drive, Stop 2300,
1958, tei-net.com. Gaithersburg, MD 20899-2300, USA. www.nist.gov.
D8074 − 23
8.6.2.10 Fuel Temperature at Engine Inlet—Locate the ther- shown in Fig. A4.15. Do not locate the tap downstream of
mocouple at the fuel-supply line prior to the fuel-filter housing either the temperature thermocouple or the CO probe.
as shown in Fig. A4.7.
8.6.3.5 Crankcase Pressure—Locate the pickup in the fly-
8.6.2.11 Fuel Temperature at Engine Return—Locate the
wheel housing on the modified inspection plate. Refer to Fig.
thermocouple at the fuel-return line after the fuel-filter housing A4.23.
as shown in Fig. A4.7.
8.6.3.6 Air Pressure at Turbocharger Outlet—Locate the
8.6.2.12 Exhaust Temperature in Tailpipe—Locate the ther-
pickup as shown in Fig. A4.20. Locate the pressure tap
mocouple in the exhaust pipe approximately 270 mm down-
upstream of the compressor outlet thermocouple.
stream of the turbocharger outlet. Locate the thermocouple
8.6.3.7 Air Pressure at CAC Outlet—Locate the pickup after
downstream of the exhaust pressure tap, and upstream of the
the CAC as shown in Fig. A4.22. Locate the pressure tap
CO probe. Refer to Fig. A4.15.
upstream of the CAC outlet thermocouple.
8.6.2.13 Air Temperature in Intake Manifold—Locate the
8.6.3.8 Delta Air Pressure Across CAC—Calculate as tur-
thermocouple at an insertion depth of 50.8 mm from the
bocharger outlet pressure minus air pressure at the CAC Outlet.
exterior face of the manifold,
...

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: D8074 − 22 D8074 − 23
Standard Test Method for
Evaluation of Diesel Engine Oils in DD13 Diesel Engine
This standard is issued under the fixed designation D8074; 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).
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.
1. Scope*
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including
adhesive wear between an uncoated piston ring and cylinder liner. This test method is commonly referred to as the DD13 Scuffing
Test.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exception—Where there is no direct SI equivalent, such as the units for screw threads, National Pipe Threads/diameters,
tubing size, and single source supply equipment specifications.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use. See Annex A2 for specific safety precautions.
This test method is under the jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.B0 on Automotive Lubricants.
Current edition approved April 1, 2022Oct. 1, 2023. Published April 2022November 2023. Originally approved in 2016. Last previous edition approved in 20192022 as
D8074 – 19.D8074 – 22. DOI: 10.1520/D8074-22.10.1520/D8074-23.
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, www.astmtmc.org. Attention: Director. This edition incorporates
revisions in all information Letters through No. 19-1.23-1.
*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
D8074 − 23
1.4 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
D93 Test Methods for Flash Point by Pensky-Martens Closed Cup Tester
D97 Test Method for Pour Point of Petroleum Products
D130 Test Method for Corrosiveness to Copper from Petroleum Products by Copper Strip Test
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
D287 Test Method for API Gravity of Crude Petroleum and Petroleum Products (Hydrometer/Method)
D445 Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
D482 Test Method for Ash from Petroleum Products
D524 Test Method for Ramsbottom Carbon Residue of Petroleum Products
D613 Test Method for Cetane Number of Diesel Fuel Oil
D664 Test Method for Acid Number of Petroleum Products by Potentiometric Titration
D975 Specification for Diesel Fuel
D976 Test Method for Calculated Cetane Index of Distillate Fuels
D1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption
D2274 Test Method for Oxidation Stability of Distillate Fuel Oil (Accelerated Method)
D2500 Test Method for Cloud Point of Petroleum Products and Liquid Fuels
D2622 Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-ray Fluorescence Spectrometry
D2709 Test Method for Water and Sediment in Middle Distillate Fuels by Centrifuge
D3338 Test Method for Estimation of Net Heat of Combustion of Aviation Fuels
D3524 Test Method for Diesel Fuel Diluent in Used Diesel Engine Oils by Gas Chromatography
D4052 Test Method for Density, Relative Density, and API Gravity of Liquids by Digital Density Meter
D4175 Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
D4294 Test Method for Sulfur in Petroleum and Petroleum Products by Energy Dispersive X-ray Fluorescence Spectrometry
D4683 Test Method for Measuring Viscosity of New and Used Engine Oils at High Shear Rate and High Temperature by Tapered
Bearing Simulator Viscometer at 150 °C
D4739 Test Method for Base Number Determination by Potentiometric Hydrochloric Acid Titration
D5185 Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively
Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
D5186 Test Method for Determination of the Aromatic Content and Polynuclear Aromatic Content of Diesel Fuels By
Supercritical Fluid Chromatography
D5453 Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel,
and Engine Oil by Ultraviolet Fluorescence
D5967 Test Method for Evaluation of Diesel Engine Oils in T-8 Diesel Engine
D6078 Test Method for Evaluating Lubricity of Diesel Fuels by the Scuffing Load Ball-on-Cylinder Lubricity Evaluator
(SLBOCLE) (Withdrawn 2021)
D6984 Test Method for Evaluation of Automotive Engine Oils in the Sequence IIIF, Spark-Ignition Engine
D7320 Test Method for Evaluation of Automotive Engine Oils in the Sequence IIIG, Spark-Ignition Engine
E29 Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications
E168 Practices for General Techniques of Infrared Quantitative Analysis
2.2 Other Standards:
5,6
Code of Federal Regulations Title 40 Part 86.310-79
2.3 Other ASTM Document:
ASTM Deposit Rating Manual 20 Formerly CRC Manual 20
3. Terminology
3.1 Definitions:
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
The last approved version of this historical standard is referenced on www.astm.org.
Available from U.S. Government Printing Office, Superintendent of Documents, 732 N. Capitol St., NW, Washington, DC 20401-0001, http://www.access.gpo.gov.
https://www.gpo.gov/fdsys/granule/CFR-2013-title40-vol19/CFR-2013-title40-vol19-sec86-310-79.
For stock #TMCMNL20, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail].
D8074 − 23
3.1.1 adhesive wear (scuffıng), n—wear due to localized bonding between contacting solid surfaces leading to material transfer
between the two surfaces or loss from either surface. D4175
3.1.2 blind reference oil, n—a reference oil, the identity of which is unknown by the test facility.
3.1.2.1 Discussion—
This is a coded reference oil that is submitted by a source independent from the test facility. D4175
3.1.3 blowby, n—in internal combustion engines, that portion of the combustion products and unburned air/fuel mixture that leaks
past piston rings into the engine crankcase during operation. D4175
3.1.4 break-in, v—in internal combustion engines, the running of a new engine under prescribed conditions to help stabilize engine
response and help remove initial friction characteristics associated with new engine parts. D4175
3.1.5 calibrate, v—to determine the indication or output of a measuring device with respect to that of a standard. D4175
3.1.6 calibrated test stand, n—a test stand on which the testing of reference material(s), conducted as specified in the standard,
provided acceptable test results.
3.1.6.1 Discussion—
In several automotive lubricant standard test methods, the ASTM Test Monitoring Center provides testing guidance and determines
acceptability. D4175
3.1.7 calibration test, n—an engine test conducted on a reference oil under carefully prescribed conditions, the results of which
are used to determine the suitability of the engine stand/laboratory for such tests on non-reference oils.
3.1.7.1 Discussion—
A calibration test also includes tests conducted on parts to ensure their suitability for use in reference and non-reference tests.
D4175
3.1.8 candidate oil, n—an oil that is intended to have the performance characteristics necessary to satisfy a specification and is
intended to be tested against that specification. D4175
3.1.9 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 combustion gas sealant for the piston rings.
3.1.9.1 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
3.1.10 exhaust gas recirculation (EGR), n—the mixing of exhaust gas with intake air to reduce the formation of nitrogen oxides
(NO ). D4175
x
3.1.11 heavy-duty, adj—in internal combustion engine operation, characterized by average speeds, power output and internal
temperatures that are close to the potential maximums. D4175
3.1.12 heavy-duty engine, n—in internal combustion engine types, one that is designed to allow operation continuously at or close
to its peak output.
3.1.13 lubricant test monitoring system (LTMS), n—an analytical system in which ASTM calibration test data are used to manage
lubricant test precision and severity (bias). D4175
3.1.13.1 LTMS date, n—the date the test was completed unless a different date is assigned by the TMC. D6984/D7320
3.1.13.2 LTMS time, n—the time the test was completed unless a different time is assigned by the TMC. D6984/D7320
3.1.14 lubricant, n—any material interposed between two surfaces that reduces the friction or wear, or both, between them. D4175
D8074 − 23
3.1.15 mass fraction of B, w ,n—mass of a component B in a mixture divided by the total mass of all the constituents of the
B
mixture.
3.1.15.1 Discussion—
-6
Values are expressed as pure numbers or the ratio of two units of mass (for example, mass fraction of lead is w = 1.3 × 10 =
B
1.3 mg/kg). D4175
3.1.16 non-reference oil, n—any oil other than a reference oil; such as a research formulation, commercial oil or candidate oil.
D4175
3.1.17 non-standard test, n—a test that is not conducted in conformance with the requirements in the standard test method; such
as running on an uncalibrated test stand, using different test equipment, applying different equipment assembly procedures, or using
modified operating conditions. D4175
3.1.18 oxidation, n—of engine oil, the reaction of the oil with an electron acceptor, generally oxygen, that can produce deleterious
acidic or resinous materials often manifested as sludge formation, varnish formation, viscosity increase, or corrosion, or
combination thereof. D4175
3.1.19 quality index (QI), n—a mathematical formula that uses data from controlled parameters to calculate a value indicative of
control performance. D4175
3.1.20 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).
3.1.20.1 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). D4175
fuel
3.1.21 reference oil, n—an oil of known performance characteristics, used as a basis for comparison.
3.1.21.1 Discussion—
Reference oils are used to calibrate testing facilities, to compare the performance of other oils, or to evaluate other materials (such
as seals) that interact with oils. D4175
3.1.22 sludge, n—in internal combustion engines, a deposit, principally composed of insoluble resins and oxidation products from
fuel combustion and the lubricant, that does not drain from engine parts but can be removed by wiping with a cloth. D4175
3.1.23 standard test, n—a test on a calibrated test stand, using the prescribed equipment in accordance with the requirements in
the test method, and conducted in accordance with the specified operating conditions.
3.1.24 test oil, n—any oil subjected to evaluation in an established procedure.
3.1.24.1 Discussion—
It can be any oil selected by the laboratory conducting the test. It could be an experimental product or a commercially available
oil. Often it is an oil that is a candidate for approval against engine oil specifications (such as manufacturers’ or military
specifications, and so forth). D4175
3.1.25 test parameter, n—a specified component, property, or condition of a test procedure.
3.1.25.1 Discussion—
Examples of components are fuel, lubricant, reagent, cleaner, and sealer; of properties are density, temperature, humidity, pressure,
and viscosity; and of conditions are flow rate, time, speed, volume, length, and power. D4175
3.1.26 volume fraction of B, φ ,n—volume of component B divided by the total volume of the all the constituents of the mixture
B
prior to mixing.
D8074 − 23
3.1.26.1 Discussion—
Values are expressed as pure numbers or the ratio of two units of volume (for example, φ = 0.012 = 1.2 % = 1.2 cL/L). D4175
B
3.1.27 varnish, n—in internal combustion engines, a hard, dry, generally lustrous deposit that can be removed by solvents but not
by wiping with a cloth. D4175
3.1.28 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 new laboratory, n—one that has never previously calibrated a test stand under this test method.
3.2.2 new stand, n—a test cell and support hardware which has never previously been calibrated under this test method.
3.2.3 scuff, n—a distress that disturbs the surface finish of the cylinder liner in such a manner as to prohibit identification of other
prior surface finishes, including but not limited to polish and honing marks.
3.3 Acronyms:
3.3.1 CAC—charge air cooler
3.3.2 CAN—controller area network
3.3.3 CARB—California air resources board
3.3.4 DACA II—data acquisition and control automation II
3.3.5 DD—Detroit diesel
3.3.6 DDCSN—Detroit diesel customer support network
3.3.7 EGR—exhaust gas recirculation
3.3.8 EOT—end of test
3.3.9 ID—internal diameter
3.3.10 MCM—motor control module
3.3.11 OMS—oil mist separator
3.3.12 SOT—start of test
4. Summary of Test Method
4.1 This test method uses a Detroit DD13 12.8 L, six-cylinder diesel engine with EGR.
4.2 The engine is disassembled prior to each test, the parts solvent-cleaned and measured, and rebuilt using all new pistons,
uncoated rings, cylinder liners, and connecting rod bearings, in strict accordance with furnished specifications. The engine
crankcase is solvent cleaned and worn or defective parts replaced.
4.3 The test stand is equipped with appropriate accessories for controlling speed, torque, and various engine operating conditions.
Detroit is a registered trademark of Detroit Diesel Corporation, 13400 Outer Drive, West Detroit, MI 48239-4001, USA.
D8074 − 23
4.4 Following an engine break-in, the test oil is installed, the engine warmed up to the test conditions, and a two-stage procedure
lasting a maximum of 200 h is initiated. Oil samples are taken periodically for the measurement of viscosity, soot, oxidation, and
wear metals concentrations.
4.5 Scuffing is determined from analysis of end-of-test parts and test oil samples.
5. Significance and Use
5.1 This test method was developed to evaluate the liner scuffing and ring distress performance of engine oils in turbocharged and
intercooled four-cycle diesel engines equipped with EGR, uncoated top rings, and running on ultra-low sulfur diesel fuel. Results
are obtained from used oil analysis, operational data, and component measurements before and after test.
5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed.
6. Apparatus
6.1 Laboratory—The ambient laboratory atmosphere shall be relatively free of dirt and other contaminants as required by good
laboratory standards. Air filtration and temperature and humidity control in the engine buildup area helps prevent accumulation of
dirt, rust, and other contaminants on engine parts and aids in measuring and selecting parts for assembly.
6.2 Test Engine:
9,10,11
6.2.1 The test engine is a Detroit DD13 diesel engine, common rail fuel system, with high-flow injectors. It is a 12.8 L,
open-chamber, in-line, six-cylinder, four-stroke, turbocharged, charge air-cooled, compression-ignition engine. The bore and stroke
are 132 mm and 156 mm, respectively.
6.2.1.1 Detroit Diesel Parts and Part Numbers—Information about parts and part numbers is provided in Annex A3. Use test parts
on a first-in/first-out basis.
6.2.2 Detroit Diesel Customer Support Network (DDCSN)—For engine rebuild specifications, use Online Power Service Literature
rebuild manual. In the event of a conflict with Section 8, the latter takes precedence.
6.2.3 Engine Cooling System:
6.2.3.1 For each test, use fresh Detroit Power Cool (see 7.3) to limit scaling in the cooling system. Pressurize the system at the
expansion tank.
6.2.3.2 To prevent air entrainment and to control coolant related parameters within specified limits, use a closed-loop, pressurized,
external, engine-cooling system composed of a heat exchanger, an expansion tank, a water-out temperature-control valve, a flow
meter, and a flow-control device. A schematic is shown in Fig. A4.1. Install a sight glass between the engine and the cooling tower
to check for air entrainment and uniform flow in order to observe and prevent localized boiling. Fit the coolant tank with a radiator
cap with a recommended 140 kPa relief pressure. Include in the cooling system a flow-control device between the engine and
expansion tank and a flow meter between the expansion tank and engine inlet.
(1) Use the coolant heat exchanger to adequately control the coolant temperature at the jacket outlet to the set point in Table
1.
(2) Use a flow control device to throttle coolant flow within range specified in Table 1.
(3) Supply pressurized air to the top of the expansion tank. Regulate the air pressure to adequately control the coolant pressure
at jacket inlet to the set points in Table 1. Depending on the configuration of the cooling system, air pressure up to 140 kPa may
need to be supplied to achieve the set point.
6.2.3.3 Block the thermostat wide open at 13 mm as shown in Fig. A4.2.
The sole source of the apparatus known to the committee at this time is Detroit Diesel Corporation, 13400 Outer Drive, West Detroit, MI 48239-4001, USA.
If you are aware of alternative suppliers, please provide this information to ASTM International Headquarters. Your comments will receive careful consideration at a
meeting of the responsible technical committee which you may attend.
Purchase from a local Detroit Diesel Dealer. The Detroit Diesel part number can be accessed from information provided in A3.1.
Available at www.ddcsn.com.
D8074 − 23
TABLE 1 Schedule of Conditions for the Test Procedure
Set Point for Stage 1 Set Point for Stage 2
A
Time, h 30 170 standard
B
Controlled Quantities, units
Engine Speed, r/min 1800 1800
Fuel Flow Rate, kg/h 32 71
Air Temperature in Engine Intake, °C 35 35
Coolant Temperature at Jacket Outlet, °C 105 105
Oil Temperature in Gallery, °C 118 118
Fuel Temperature at Engine Inlet, °C 38 38
Air Temperature in Intake Manifold, °C 75 87
Coolant Pressure at Jacket Inlet, kPa (gauge) 250 250
Exhaust Pressure in Tailpipe, kPa (absolute) 105.5 125.5
Air Pressure in Intake Manifold, kPa (absolute) 202.5 327.5
Air Pressure in Engine Intake, kPa (absolute) 96.4 94.8
C
Ranged Quantities, units
Coolant Flow Rate, L/min 340 to 360 340 to 360
Uncontrolled Quantities, units
Blowby Flow Rate, L/min Record Record
OMS Speed, r/min Record Record
Barometric Pressure, kPa (absolute) Record Record
Air Pressure at Turbocharger Outlet, kPa (gauge) Record Record
Air Pressure at CAC Outlet, kPa (gauge) Record Record
Delta Air Pressure across CAC, kPa Record Record
Crankcase Pressure, kPa (gauge) Record Record
Air Pressure in the Coolant Tank, kPa (gauge) Record Record
Coolant Pressure at Jacket Outlet, kPa (gauge) Record Record
Delta Coolant Pressure for Jacket kPa (gauge) Record Record
Exhaust Pressure Pre-Turbocharger Front, kPa (gauge) Record Record
Exhaust Pressure Pre-Turbocharger Rear, kPa (gauge) Record Record
EGR Pressure, kPa (gauge) Record Record
Oil Pressure in Gallery, kPa (gauge) Record Record
Air Temperature at Turbocharger Outlet, °C Record Record
Air Temperature of Ambient Conditions, °C Record Record
Delta Coolant Temperature across Engine, °C Record Record
Delta Coolant Temperature across Coolant Jacket, °C Record Record
Coolant Temperature at Engine Inlet, °C Record Record
Coolant Temperature at Engine Outlet, °C Record Record
Coolant Temperature at Jacket Inlet, °C Record Record
EGR Temperature, °C Record Record
Exhaust Temperature the Exhaust Tailpipe, °C Record Record
Temperature of the Return Fuel, °C Record Record
Air Temperature at the CAC Outlet, °C Record Record
Oil Temperature in Sump, °C Record Record
Dew Point Temperature of Inlet Air, °C Record Record
Coolant Temperature at Engine Inlet, °C Record Record
Coolant Temperature at EGR Cooler Inlet, °C Record Record
Coolant Temperature at EGR Cooler Outlet, °C Record Record
Delta Coolant Temperature for EGR Cooler, °C Record Record
Torque, N·m Record Record
Mass of External Oil Tank, kg Record Record
Relative Humidity of Inlet Air, % Record Record
A
Although 170 h is a standard test time, tests run for longer than 170 h are still valid tests.
B
Target all controlled quantities at mean.
C
All ranged quantities shall fall within the specified limits.
6.2.3.4 Vent the EGR cooler to the top of the expansion tank, away from the pressure feed, as shown in Fig. A4.3.
6.2.4 Auxiliary Oil System:
6.2.4.1 To maintain a constant oil level in the engine sump, connect it to a separate, closed reservoir with a minimum capacity
of 15 L. Circulate oil through the reservoir with an auxiliary pump. The system schematic is shown in Fig. A4.4. Use lines with
10 mm internal diameter (ID) for the return to engine sump and 13 mm ID for suction from engine sump. Connect the rear, gear
cover to a vent line with a minimum ID of 10 mm, as shown in Figs. A4.4 and A4.5.
6.2.4.2 Locate the suction line of the auxiliary oil-system on the intake side of the engine sump, at the lower, modified bulk-head
fitting. Modify the (lower) factory plug by drilling a hole through it and welding a ⁄4 in. pipe coupling to the exterior end. Weld
a tube 20 mm diameter by 0.1 m long to one end of a 90° ⁄4 in. elbow. Bend the 0.1 m long tube at 90°. Clean the threading, as
needed, to allow the elbow to mate with the ⁄4 in. fitting in the modified plug. Trim the 0.1 m long tube so that when the tube is
D8074 − 23
installed into the modified plug in the oil pan, the top of the tube is 267 mm down from the pan rail, as shown in Fig. A4.4.
Examples of these modified parts are shown in Fig. A4.6.
6.2.4.3 Locate the return line, shown in Fig. A4.5, at the upper bulk-head fitting, as shown in Fig. A4.7. Modify the bulk-head
fitting to connect to the 10 mm ID return line by drilling a hole through the (upper) factory plug and welding a ⁄4 in. pipe coupling
to the exterior end. Connect one end of an elbow to the ⁄4 in. pipe coupling and connect the other end to the 10 mm ID return line.
6.2.4.4 Connect the vent line of the auxiliary oil-system to the top of the auxiliary oil reservoir and the air compressor block-off
plate, as shown in Fig. A4.5.
13,10
6.2.4.5 Use Viking Pump Model SG053514 as the auxiliary oil pumps. Nominal pump speed is specified as 1725 r ⁄min.
14,10
6.2.4.6 Locate a ⁄4 in. oil sampling port within the pressurized oil circuit using a No. 4 Aeroquip or equivalent and a small
petcock valve, as shown in Fig. A4.5. Use a maximum sample-line length of 2.5 m.
6.2.4.7 Locate a pressurized, oil-filling line between the oil cooler and the oil-filter housing on the return to the filter housing.
Connect the line to the oil pressure in gallery line via a tee. Refer to Fig. A4.7.
6.2.5 Oil-Cooling System:
6.2.5.1 Remote Oil Heat Exchanger and Bypass Plate—This section describes how to modify the engine to rout oil through a
remote oil heat exchanger and how to modulate water flow through this oil heat exchanger to adequately control the oil temperature
in the gallery to the set points in Table 1.
(1) Remove the stock heat exchanger from the oil-cooler module (see Fig. A4.8) and set the o-rings aside. Fabricate a 6.35 mm
thick aluminum block-off plate using the oil cooler as a pattern (see Fig. A4.9). Install the block-off plate with o-rings and new
M8 × 1.25 × 25 bolts. Torque the bolts to 30 N·m.
15,10
(2) Remove the oil thermostat cover by using Kent-Moore tool W470 589 030 900 to remove the thermostat. Disassemble
the thermostat and set aside the thermostat housing and retaining ring. Machine a piece of aluminum bar stock to a diameter of
37.719 mm and a length of 85.725 mm. Insert this aluminum plug into the thermostat housing and reinstall the retaining ring (see
Fig. A4.10).
(3) Connect the oil module to the remote heat exchanger by using two 19 mm ID lines to allow oil to flow through a 127 mm
× 356 mm double-pass, stainless-steel, remote oil heat exchanger shown in Fig. A4.11. Oil shall flow through the shell portion of
the heat exchanger. The combined length of the oil lines to and from the remote oil heat exchanger and the modified oil module
shall not be greater than 2.6 m total length.
(4) Modify the oil module to create a fitting for an oil supply line to the remote oil heat exchanger as follows:
59 15
(a) drill a ⁄64 in. or ⁄16 in. hole in the bottom of the oil module (see Fig. A4.12);
(b) machine a piece of aluminum bar stock to a diameter of 38 mm and a length of 45 mm;
(c) drill and tap this piece of aluminum for a ⁄4 in. NPT and cut one end at a 30° angle;
(d) weld this aluminum cylinder onto the previously drilled hole in the bottom of the oil module so the cylinder is pointing
away from the side of the engine and towards the front of the engine;
3 3
(e) install a straight male ⁄4 in. NPT to ⁄4 in. NPT flare fitting.
(5) Modify the oil module to create a fitting for an oil-return line from the remote oil heat exchanger as follows:
(a) locate and remove the plug from the side of the housing;
(b) machine out the middle of the plug;
(c) weld a ⁄4 in. NPT union half coupling;
3 3
(d) reinstall the modified plug and install a 90°, ⁄4 in. NPT male to ⁄4 in. flare fitting, as shown in Fig. A4.13.
6.2.5.2 Use the Detroit Diesel oil filter housing.
6.2.6 Blowby Meter—Use a meter capable of providing data at a minimum frequency of 1 Hz. To prevent blowby condensate from
draining back into the engine, ensure the blowby line has a downward slope to a collection bucket. Ensure the collection bucket
has a minimum volume of 19 L. Locate the blowby meter downstream of the collection bucket. The slope of the blowby line
downstream of the collection bucket is unspecified. This engine is also equipped with an oil mist separator (OMS) mounted on
the engine to evacuate blowby gases.
The sole source of supply of the apparatus known to the committee at this time is Viking Pump, Inc., a unit of IDEX Corporation, 406 State Street, P.O. Box 8, Cedar
Falls, IA 50613-0008.
The sole source of supply of the apparatus known to the committee at this time is Aeroquip Performance Products. www.aeroquipperformance.com.
The sole source of supply of the apparatus known to the committee at this time is Kent-Moore, which is available from local suppliers.
D8074 − 23
6.2.7 Air Supply and Filtration—Use an air-filter element appropriately sized for a 12.8 L diesel engine. Replace the filter cartridge
when the air pressure in engine intake cannot be reached. Install an adjustable valve (flapper) in the inlet air system to control the
air pressure in engine intake to set points in Table 1. The adjustable valve (flapper) shall be at least two-pipe diameters before any
temperature, pressure, and humidity measurement devices.
6.2.8 Fuel Supply—Heating, cooling, or both of the fuel supply may be required to achieve adequate fuel-temperature control with
the set points specified in Table 1. A typical system is shown in Fig. A4.14.
6.2.9 Specifications for the Charge Air Cooler (CAC)—Select a CAC such that the pressure drop across the CAC is ≤10 kPa at
test conditions. Provide sufficient cooling capacity to adequately control the air temperature in intake manifold to the set points
specified in Table 1. Equip the CAC with a drain to remove condensate formed when moisture in the air passes by the cooler
process water. Use the Detroit Diesel intake manifold.
6.2.10 Exhaust Pressure Control—Install an adjustable valve (flapper) in the tailpipe after any temperature, pressure, or CO
measurement devices to adequately control exhaust pressure in tailpipe to set points in Table 1.
16,10
6.2.11 Dynamometer—Use a dynamometer capable of controlling engine speed to the set points in Table 1. A Midwest 1519
dynamometer has been found suitable for this purpose.
6.2.12 Turbocharger Wastegate—Supply regulated pressurized air directly to the wastegate on the turbocharger by bypassing the
ECM-controlled air modulator to the wastegate on the engine. Regulate the air pressure supplied to the wastegate to adequately
control air pressure in the intake manifold to set points in Table 1. It is recommended to supply up to 275 kPa of air pressure to
allow adequate control of the waste gate.
6.2.13 Oil Pump—Use the Detroit Diesel oil pump.
11 11 11
6.2.14 OMS Speed Sensor—Use the Detroit Diesel speed sensor with Detroit Diesel bracket and connector. Use OMS gas
17,10,18
vent Mack Trucks part number 21122541.
6.2.15 Engine-Control System—The engine controls system is manufactured by Daimler Engineering and is available from Detroit
9,10
Diesel. It includes the CPC module, the Motor Control Module (MCM), the Daimler control station, and the wiring harness for
the test stand.
6.2.16 Block-off Plate for Dosing Injector—Remove the dosing (7th) injector in the exhaust and install a block off plate as shown
in Fig. A4.15. Fit a plug into the dosing block assembly to block the fuel line that would normally run to the dosing injector, as
shown in Fig. A4.16.
7. Engine Fluids
7.1 Test Oil—Approximately 95 L of test oil are required for the test.
19,10
7.2 Test Fuel—Approximately 16 600 L of PC-10 ultra low sulfur diesel (ULSD) test fuel are required per 200 h test. The fuel
shall have the properties and tolerances shown in the “PC-10 Fuel Specification” section of the “TMC-Monitored Test Fuel
Specifications” document maintained by the TMC.
7.3 Coolant—Use 50/50 Premixed Detroit Power Cool.
7.4 Build-up Oil—Use Detroit 15W-40 Motor Oil.
7.5 Cleaning Materials:
The sole source of supply of the apparatus known to the committee at this time Dyne Systems, Inc., W209 N17391 Industrial Drive, Jackson, WI 53037, USA. Tel.:
[phone].
The sole source of supply of the apparatus known to the committee at this time is Mack Trucks Inc., 13302 Pennsylvania Avenue, Hagerstown, MD 21742, USA.
Available from local Mack Trucks Inc. distributors.
The sole source of the fuel known to the committee at this time is Chevron Phillips Chemical Company LP, 10001 Six Pines Drive, Suite 4036B, The Woodlands, TX
77387-4910, USA. Tel: [phone], email: [e-mail].
D8074 − 23
7.5.1 For cleaning engine parts, use only mineral spirits (solvent) meeting the requirements in Specification D235, Type II, Class
C for Aromatic Content (volume fraction 0 % to 2 %), Flash Point (142 °C, min) and Color (not darker that +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.
7.5.2 Heptane. (Warning—Flammable. Health hazard.)
8. Preparation of Apparatus
8.1 Cleaning of Parts:
8.1.1 Engine Block—Thoroughly spray the engine with solvent to remove any oil remaining from the previous test and air-dry.
Follow the optional use of an engine parts washer by a solvent wash and air-dry. Use a bristle brush to clean all oil galleries, OMS
20,10
ports, and oil drainback holes. Use a Scotch-Brite pad, or equivalent, to clean gasket surfaces, liner bores, and bearing saddles.
8.1.2 Rocker Covers and Oil Pan—Remove all sludge, varnish, and oil deposits. Rinse with solvent and air-dry. Follow the
optional use of an engine parts washer by a solvent wash and air-dry.
8.1.3 Auxiliary Oil System—Flush all oil lines, heat exchanger, galleries, and external oil reservoirs with solvent to remove any
previous test oil and then air-dry.
8.1.4 Oil-Cooler Module—Remove thermostat. Thoroughly clean with solvent to remove any previous test oil and then air-dry.
Follow the optional use of an engine parts washer by a solvent wash and air-dry.
8.1.5 Cylinder-Head—Thoroughly clean the cylinder heads on the top side using solvent and a bristle brush. Use a Scotch-Brite,
or equivalent, on the bottom side. Replace or rebuild cylinder head as necessary.
8.1.6 Intake Manifold—Remove and clean the intake manifold after a maximum of 200 h running under test conditions. Scrub the
manifold using a bristle brush and solvent, wash using an engine parts washer and air dry.
8.1.7 EGR Cooler—Clean the EGR cooler before every test using either high-pressure air and hot water or an ultrasonic cleaner.
8.1.8 EGR Venturi Unit—Clean the venturi thoroughly before each test using a bristle brush. Do not use metal-cleaning equipment.
Ensure the holes for the differential pressure sensor are cleaned.
8.1.9 Fuel Module—Clean as needed. Method used is not specified.
8.1.10 Cylinder Liners—Clean new cylinder liners prior to installing in the engine as follows:
(1) wash with solvent;
21,10
(2) scrub using a bristle brush and a detergent (Tide has been found suitable for this purpose);
(3) rinse with cold water;
(4) wipe with heptane;
(5) wipe thoroughly with Detroit 15W-40 Motor Oil to protect from rust prior to installing in the engine;
(6) after installing in engine, wipe clean with heptane.
8.2 Preparation for Engine Build:
8.2.1 Fuel Module—Inspect fuel cooler for debris and replace cooler if debris is found.
8.2.2 Oil Pump—Replace the oil pump after a maximum of 400 h running under test conditions.
8.2.3 Components of the Gear Train—Inspect and replace gears as necessary. Replace gear thrust washers prior to each engine
build.
The sole sources of supply of the material known to the committee at this time is 3M Corporate Headquarters, 3M Center, St. Paul, MN 55144-1000, USA.
The sole source of supply of the apparatus known to the committee at this time is manufactured by Proctor and Gamble Company, 1 P&G Plaza, Cincinnati, OH 45202,
USA. Tel. [phone]. www.pg.com.
D8074 − 23
8.2.4 Rocker Box—Inspect saddles and replace as necessary.
8.2.5 Crankshaft—Inspect crankshaft prior to each build. At the laboratory’s discretion, polish or replace as necessary.
8.3 Cylinder Liner, Piston, and Piston-Ring Assembly:
8.3.1 Fitting of Cylinder Liner—For proper heat transfer, fit cylinder liners to the block using the procedure outlined using
DDCSN.
8.3.2 Piston and Rings—Cylinder liners, pistons, and rings are provided as a set and shall be used as a set. Examine piston rings
for any handling damage. Record the pre-test measurements as detailed in 10.1.
8.4 Injectors and Injection Pumps:
8.4.1 Injectors—Use high-flow injector nozzles. Injectors shall have a date code 2014 or later, indicated by the first two numbers
of the date code (for example, “15…” denotes date code 2015). See Appendix X1 for location of date codes. Use only injectors
with approved date codes.
8.5 Assembly Instructions:
8.5.1 General:
8.5.1.1 Use the test parts specified for this test without material or dimensional modification.
22,10
8.5.1.2 Use Detroit Genuine Parts for all replacement test engine parts. Build kits containing screened and measured parts are
23,10
provided by TEI. Purchase these kits from TEI. For a list of parts supplied in the TEI kits see A3.2.
8.5.1.3 In the event of a temporary parts supply problem, the TMC may approve alternative parts. If such approved parts are used,
record the approval in the test report.
8.5.1.4 Assemble all parts as illustrated in the DDCSN online manual except where otherwise noted in this section.
8.5.1.5 Target all dimensions at the mean values of the specifications. Use Detroit 15W-40 Motor Oil for lubricating parts during
assembly.
8.5.2 Thermostat—Use the modified coolant thermostat as described in 6.2.3.3.
8.5.3 Connecting-Rod Bearings—Install new connecting-rod bearings for each test.
8.5.4 Main Bearings—Install new main bearings for each test.
8.5.5 Cooling Nozzles for Piston Undercrown—Take particular care in assembling the cooling nozzles for the piston-undercrown
to insure proper piston cooling (follow installation instructions described in DDCSN ).
8.5.6 Thrust Washers—Install new thrust washers for each test.
8.5.7 New Parts—Use test parts on a first-in/first-out basis. Install new screened and measured parts (see A3.2) for each re-build.
8.6 Measurements:
8.6.1 Calibrations—Calibrate thermocouples, pressure gauges, and measuring equipment for speed, torque, and fuel-flow prior to
each reference oil test or at any time readout data indicates a need.
The sole source of supply of the apparatus known to the committee at this time is www.demanddetroit.com/parts-service/parts/demandgenuine.
The sole source of supply of the apparatus known to the committee at this time TEI, 12718 Cimarron Path, San Antonio, TX 78249-3423, USA. Tel. [phone],
tei-net.com.
D8074 − 23
8.6.1.1 Conduct calibrations with at least two points that bracket the normal operating range.
8.6.1.2 Make these calibrations part of the laboratory record.
8.6.1.3 During calibration, connect leads, hoses and readout systems in the normally-used manner and calibrate with necessary
standards.
8.6.1.4 For controlled temperatures, immerse thermocouples in calibration baths. Calibrate standards with instruments traceable
to the National Institute of Standards and Technology at a minimum of a yearly basis.
8.6.2 Temperature Measurement and Delta Temperature Calculation:
8.6.2.1 General—Measure temperature with thermocouples and conventional readout equipment. The thermocouple type is not
specified. For temperatures in the 0 °C to 150 °C range, calibrate temperature measuring systems to 60.5 °C for at least two
temperatures that bracket the normal operating range. Insert all thermocouples so that the tips are located midstream of the flow
unless otherwise indicated.
8.6.2.2 Air Temperature of Ambient Conditions—Locate thermocouple in a convenient, well-ventilated position away from the
engine and hot accessories.
8.6.2.3 Coolant Temperature at Engine Outlet—Locate the thermocouple within 305 mm of the engine block. An example location
is shown in Fig. A4.17.
8.6.2.4 Coolant Temperature at Engine Inlet—Locate the thermocouple within 305 mm of the engine block. An example location
is shown in Fig. A4.11.
8.6.2.5 Coolant Temperature at Jacket Inlet—Locate the coolant jacket inlet thermocouple in the coolant module, at an insertion
depth of 76.2 mm from the face of the module, as shown in Fig. A4.7.
8.6.2.6 Coolant Temperature at Jacket Outlet—Locate the coolant jacket outlet thermocouple in the coolant module, at an insertion
depth of 50.8 mm from the face of the engine block, as shown in Fig. A4.18.
8.6.2.7 Oil Temperature in Gallery—Locate the thermocouple at the intake side of the block in the rear, oil-gallery passage at an
insertion depth of 60.3 mm from the face of the block. Fitting inserted in place of the factory plug. Refer to Fig. A4.5 for location.
8.6.2.8 Oil Temperature in Sump—Using a front sump oil pan configuration, locate a thermocouple on the exhaust side of the oil
pan, in the modified bulkhead connector. Thermocouple shall extend a minimum of 25.4 mm into oil pan. Refer to Fig. A4.19.
8.6.2.9 Air Temperature in Engine Intake—Locate the thermocouple in the center of the air stream leading to the turbocharger
inlet, as shown in Fig. A4.20. Thermocouple shall be approximately 330 mm upstream of the turbo inlet connection.
8.6.2.10 Fuel Temperature at Engine Inlet—Locate the thermocouple at the fuel-supply line prior to the fuel-filter housing as
shown in Fig. A4.7.
8.6.2.11 Fuel Temperature at Engine Return—Locate the thermocouple at the fuel-return line after the fuel-filter housing as shown
in Fig. A4.7.
8.6.2.12 Exhaust Temperature in Tailpipe—Locate the thermocouple in the exhaust pipe approximately 270 mm downstream of
the turbocharger outlet. Locate the thermocouple downstream of the exhaust pressure tap, and upstream of the CO probe. Refer
to Fig. A4.15.
8.6.2.13 Air Temperature in Intake Manifold—Locate the thermocouple at an insertion depth of 50.8 mm from the exterior face
of the manifold, as shown in Fig. A4.21.
National Institute of Standards and Technology, 100 Bureau Drive, Stop 2300, Gaithersburg, MD 20899-2300, USA. www.nist.gov.
D8074 − 23
8.6.2.14 EGR Temperature—Locate the thermocouple on the straight portion of EGR pipe downstream of the pressure tap as
shown in Fig. A4.7.
8.6.2.15 Air Temperature at the Turbocharger Outlet—Locate the thermocouple downstream of the turbocharger outlet and p
...