ASTM D8256-23

Standard Test Method for Evaluation of Automotive Engine Oils for Inhibition of Deposit Formation in the Sequence VH Spark-Ignition Engine Fueled with Gasoline and Operated Under Low-Temperature, Light-Duty Conditions

SIGNIFICANCE AND USE
5.1 This test method is used to evaluate an automotive engine oil's control of engine deposits under operating conditions deliberately selected to accelerate deposit formation. This VH test method was correlated with the previous VG test method, which was correlated with field service data, determined from side-by-side comparisons of two or more oils in police, taxi fleets, and delivery van services.  
5.2 This test method, along with other test methods are used to define an engine oils minimum performance level necessary to meet certification requirements for API Category Specifications as outlined in Specification D4485. This test method may also be incorporated in automobile manufacturers’ factory–fill specifications.  
5.3 The basic engine used in this test method is representative of many that are in modern automobiles. This factor, along with the accelerated operating conditions, should be considered when interpreting test results.
SCOPE
1.1 This test method is commonly referred to as the Sequence VH test, and it has been correlated with the Sequence VG test. The Sequence VG test was previously correlated with vehicles used in stop-and-go service prior to 1996, particularly with regard to sludge and varnish formation.3 It is one of the test methods required to evaluate oils intended to satisfy the API SN, SN Plus performance category.  
1.2 The values stated in SI units are to be regarded as the standard. No other units of measurement are included in this standard.  
1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or specified single source equipment.  
1.3 A table of contents follows:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus (General Description)  
6  
Apparatus (The Test Engine)  
7  
Sequence VH Test Engine  
7.1  
Required New Engine Parts  
7.2  
Reusable Engine Parts  
7.3  
Specially Fabricated Engine Parts  
7.4  
Special Engine Measurement and Assembly Equipment  
7.5  
Miscellaneous Engine Components—Preparation  
7.6  
Solvents and Cleaners Required  
7.7  
Assembling the Test Engine—Preparations  
7.8  
Assembling the Test Engine—Installations  
7.9  
Engine Installation on the Test Stand  
7.10  
Engine Fluids (Supply/Discharge Systems)  
8  
Intake Air  
8.1  
Fuel and Fuel System  
8.2  
Engine Oil and Engine Oil System  
8.3  
Coolants  
8.4  
Measurement Instrumentation  
9  
Temperatures  
9.1  
Pressures  
9.2  
Flow Rates  
9.3  
Fuel Consumption  
9.4  
Speed and Torque  
9.5  
Exhaust Gas  
9.6  
Humidity  
9.7  
Miscellaneous Laboratory Equipment  
10  
Test Stand Calibration  
11  
Test Procedure  
12  
Pre-Test Procedure  
12.1  
Engine Operating Procedure  
12.2  
Periodic Measurements and Functions  
12.3  
Special Maintenance Procedures  
12.4  
Diagnostic Data Review  
12.5  
End of Test Procedure  
12.6  
Interpretation of Test Results  
13  
Parts Rating Area—Environment  
13.1  
Sludge Ratings  
13.2  
Varnish Ratings  
13.3  
Clogging  
13.4  
Sticking  
13.5  
Used Oil Analyses  
13.6  
Assessment of Test Validity  
14  
General  
14.1  
Used Oil Analyses—Interpretation  
14.2  
Blowby Flow Rate  
14.3  
Manifold Absolute Pressure (MAP)  
14.4  
Fuel Consumption Rate  
14.5  
Oil Consumption  
14.6  
Engine Parts Replacement  
14.7  
Quality Index  
14.8  
Final Test Report  
15  
Report Forms  
15.1  
Precision and Bias  
16  
Keywords  
17  
ANNEXES  
ASTM TMC: Organization  
Annex A1  
ASTM TMC: Calibration Procedures  
Annex A2  
ASTM TMC: Maintenance Activities  
Annex A3  
ASTM TMC: Related Information  
Annex A4  
Safety Precautions  
Annex A5  
Control and Data Acquis...

General Information

• Status: Published
• Publication Date: 30-Jun-2023
• ICS: 75.100 - Lubricants, industrial oils and related products
• Technical Committee: D02 - Petroleum Products, Liquid Fuels, and Lubricants
• Drafting Committee: D02.B0.01 - Passenger Car Engine Oils

Relations

• Refers: ASTM D445-24 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 01-Apr-2024
• Refers: ASTM D4175-23a - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 15-Dec-2023
• Refers: ASTM D86-23ae1 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM D86-23a - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Dec-2023
• Refers: ASTM 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 D4175-23e1 - Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
• Effective Date: 01-Jul-2023
• Refers: ASTM D5059-14(2019) - Standard Test Methods for Lead in Gasoline by X-Ray Spectroscopy
• Effective Date: 01-May-2019
• Refers: ASTM D4485-18 - Standard Specification for Performance of Active API Service Category Engine Oils
• Effective Date: 01-Jul-2018
• Refers: ASTM D1266-18 - Standard Test Method for Sulfur in Petroleum Products (Lamp Method)
• Effective Date: 01-Apr-2018
• Refers: ASTM D5185-18 - Standard Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
• Effective Date: 01-Apr-2018
• Refers: ASTM D4485-16 - Standard Specification for Performance of Active API Service Category Engine Oils
• Effective Date: 15-Dec-2016
• Refers: ASTM D445-16 - Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
• Effective Date: 15-Dec-2016
• Refers: ASTM D86-16 - Standard Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
• Effective Date: 01-Jul-2016
• Refers: ASTM D3525-04(2016) - Standard Test Method for Gasoline Diluent in Used Gasoline Engine Oils by Gas Chromatography
• Effective Date: 01-Apr-2016
• Refers: ASTM D4294-16 - Standard Test Method for Sulfur in Petroleum and Petroleum Products by Energy Dispersive X-ray Fluorescence Spectrometry
• Effective Date: 01-Jan-2016

Overview

ASTM D8256-23: Standard Test Method for Evaluation of Automotive Engine Oils for Inhibition of Deposit Formation in the Sequence VH Spark-Ignition Engine Fueled with Gasoline and Operated Under Low-Temperature, Light-Duty Conditions provides a comprehensive laboratory procedure for evaluating the performance of automotive engine oils in minimizing sludge and varnish deposits. Developed by ASTM International, this standard is often referred to as the Sequence VH test, and builds upon correlations to the earlier Sequence VG test and extensive field data from stop-and-go fleet vehicles.

The primary purpose of this method is to assess how well an engine oil prevents harmful deposits in modern gasoline-fueled spark-ignition engines, particularly under rigorous, low-temperature, light-duty operating conditions designed to accelerate deposit formation. This test is essential for determining whether an engine oil meets API category requirements (such as API SN and SN Plus) and for use in original equipment manufacturer (OEM) factory-fill specifications.

Key Topics

• Test Scope and Purpose

  • Measures engine oil’s effectiveness in controlling deposit build-up.
  • Evaluates oils required to meet API Category Specifications and manufacturer standards.
  • Operates under carefully controlled, accelerated deposit-forming conditions correlated to real-world stop-and-go driving.

• Test Apparatus and Setup

  • Utilizes the Ford 4.6L V8 spark ignition engine, representative of many passenger vehicles.
  • Requires detailed and repeatable assembly, calibration, and maintenance protocols.
  • Employs specialized instrumentation for temperature, pressure, air/fuel ratio, and other critical parameters.

• Test Procedure

  • Encompasses a 216-hour test cycle comprising repeated stages to simulate urban driving scenarios.
  • Involves monitoring of engine performance, periodic measurements, and post-test evaluations (sludge, varnish, used oil analysis).
  • Includes strict cleaning, assembly, and maintenance standards for test validity.

• Data Interpretation

  • Focuses on deposit ratings, assessment of test validity, and analysis of used oil samples.
  • Results inform whether the oil meets minimum accepted industry and OEM performance criteria.

Applications

• Engine Oil Certification

  • Critical for oil manufacturers seeking to certify products for API SN, SN Plus, or newer categories.
  • Supports compliance with ASTM D4485 performance specifications and OEM requirements.

• Quality Assurance in the Lubricants Industry

  • Used by testing laboratories, lubricant manufacturers, and regulatory agencies to benchmark oil performance.
  • Provides a reproducible laboratory method aligned with field service expectations.

• Research and Product Development

  • Facilitates the development and optimization of engine oils engineered to resist sludge and varnish under tough service conditions.
  • Enables OEMs and formulators to validate new products prior to release.

• Fleet Maintenance and Reliability

  • Supports fleet operators in selecting high-performing lubricants that extend engine life and minimize maintenance due to deposit formation.

Related Standards

• ASTM D4485 - Specification for Performance of Active API Service Category Engine Oils
• ASTM D445 - Test Method for Kinematic Viscosity of Transparent and Opaque Liquids
• ASTM D86 - Test Method for Distillation of Petroleum Products
• ASTM D4052 - Test Method for Density of Liquids by Digital Density Meter
• ASTM TMC Documentation - Test Monitoring Center guidelines for calibration, procedures, and reference oils
• API 1525 - Bulk Oil Testing, Handling, and Storage Guidelines

By following ASTM D8256-23, laboratories and oil manufacturers can ensure their products offer reliable engine deposit control, contributing to cleaner, longer-lasting engines and supporting engine oil certification for a range of automotive applications. This standard remains a key reference for evaluating deposit inhibition in modern gasoline engines operating under low temperature, light-duty, and urban service conditions.

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: D8256 − 23
Standard Test Method for
Evaluation of Automotive Engine Oils for Inhibition of
Deposit Formation in the Sequence VH Spark-Ignition
Engine Fueled with Gasoline and Operated Under Low-
Temperature, Light-Duty Conditions
This standard is issued under the fixed designation D8256; 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 use the TMC services as part of their test
registration process. In addition, the American Petroleum Institute and the Gear Lubricant Review
Committee of the Lubricant Review Institute (SAE International) require that a laboratory use the
TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
ASTM International policy is to encourage the development of test procedures based on generic
equipment. It is recognized that there are occasions where critical/sole-source equipment has been
approved by the technical committee (surveillance panel/task force) and is required by the test
procedure. The technical committee that oversees the test procedure is encouraged to clearly identify
if the part is considered critical in the test procedure. If a part is deemed to be critical, ASTM
encourages alternative suppliers to be given the opportunity for consideration of supplying the critical
part/component providing they meet the approval process set forth by the technical committee.
An alternative supplier can start the process by initiating contact with the technical committee
(current chairs shown on ASTM TMC website). The supplier should advise on the details of the part
that is intended to be supplied. The technical committee will review the request and determine
feasibility of an alternative supplier for the requested replacement critical part. In the event that a
replacement critical part has been identified and proven equivalent the sole-source supplier footnote
shall be removed from the test procedure.
This test method is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Until the next revision of this test method, the ASTM Test Monitoring Center
Subcommittee D02.B0.01 on Passenger Car Engine Oils. will update changes in the test method by means of information letters. Information
Current edition approved July 1, 2023. Published July 2023. Originally approved letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
in 2019. Last previous edition approved in 2022 as D8256 – 22a. DOI: 10.1520/ Drive, Freeport, PA 16229. Attention: Director. This edition incorporates revisions
D8256-23. in all Information Letters through No. 23-1.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D8256 − 23
1. Scope*
Section
Manifold Absolute Pressure (MAP) 14.4
1.1 This test method is commonly referred to as the Se-
Fuel Consumption Rate 14.5
quence VH test, and it has been correlated with the Sequence Oil Consumption 14.6
Engine Parts Replacement 14.7
VG test. The Sequence VG test was previously correlated with
Quality Index 14.8
vehicles used in stop-and-go service prior to 1996, particularly
Final Test Report 15
Report Forms 15.1
with regard to sludge and varnish formation. It is one of the
Precision and Bias 16
test methods required to evaluate oils intended to satisfy the
Keywords 17
API SN, SN Plus performance category.
ANNEXES
ASTM TMC: Organization Annex A1
1.2 The values stated in SI units are to be regarded as the
ASTM TMC: Calibration Procedures Annex A2
standard. No other units of measurement are included in this
ASTM TMC: Maintenance Activities Annex A3
ASTM TMC: Related Information Annex A4
standard.
Safety Precautions Annex A5
1.2.1 Exception—Where there is no direct SI equivalent
Control and Data Acquisition Requirements Annex A6
such as screw threads, national pipe threads/diameters, tubing
Detailed Specifications and Photographs of Apparatus Annex A7
Test Engine Part Number, Classification, and Usage Annex A8
size, or specified single source equipment.
Guidelines
External Oil Heat Exchanger Cleaning Technique Annex A9
1.3 A table of contents follows:
Sequence VH Report Forms and Data Dictionary Annex A10
Section
Dipstick Calibration Annex A11
Scope 1
Critical Part Supplier List Annex A12
Referenced Documents 2
Operational Data Log—Engine Oil Annex A13
Terminology 3
Rating Worksheets Annex A14
Summary of Test Method 4
Fuel Injector Flow Measurements Annex A15
Significance and Use 5
APPENDIXES
Apparatus (General Description) 6
Piston and Ring Measurements Record Forms Appendix X1
Apparatus (The Test Engine) 7
Sources of Materials and Information Appendix X2
Sequence VH Test Engine 7.1
1.4 This standard does not purport to address all of the
Required New Engine Parts 7.2
Reusable Engine Parts 7.3
safety concerns, if any, associated with its use. It is the
Specially Fabricated Engine Parts 7.4
responsibility of the user of this standard to establish appro-
Special Engine Measurement and Assembly Equipment 7.5
priate safety, health, and environmental practices and deter-
Miscellaneous Engine Components—Preparation 7.6
Solvents and Cleaners Required 7.7
mine the applicability of regulatory limitations prior to use.
Assembling the Test Engine—Preparations 7.8
Specific hazard statements are given in 7.7, 7.7.1, 7.7.2, 7.7.3,
Assembling the Test Engine—Installations 7.9
7.7.4, 7.7.5, A5.3.4, and A5.3.5.5.
Engine Installation on the Test Stand 7.10
Engine Fluids (Supply/Discharge Systems) 8
1.5 This international standard was developed in accor-
Intake Air 8.1
dance with internationally recognized principles on standard-
Fuel and Fuel System 8.2
Engine Oil and Engine Oil System 8.3 ization established in the Decision on Principles for the
Coolants 8.4
Development of International Standards, Guides and Recom-
Measurement Instrumentation 9
mendations issued by the World Trade Organization Technical
Temperatures 9.1
Pressures 9.2 Barriers to Trade (TBT) Committee.
Flow Rates 9.3
Fuel Consumption 9.4
2. Referenced Documents
Speed and Torque 9.5
Exhaust Gas 9.6
2.1 ASTM Standards:
Humidity 9.7
D86 Test Method for Distillation of Petroleum Products and
Miscellaneous Laboratory Equipment 10
Liquid Fuels at Atmospheric Pressure
Test Stand Calibration 11
Test Procedure 12
D235 Specification for Mineral Spirits (Petroleum Spirits)
Pre-Test Procedure 12.1
(Hydrocarbon Dry Cleaning Solvent)
Engine Operating Procedure 12.2
D287 Test Method for API Gravity of Crude Petroleum and
Periodic Measurements and Functions 12.3
Special Maintenance Procedures 12.4
Petroleum Products (Hydrometer/Method)
Diagnostic Data Review 12.5
D323 Test Method for Vapor Pressure of Petroleum Products
End of Test Procedure 12.6
(Reid Method)
Interpretation of Test Results 13
Parts Rating Area—Environment 13.1
D381 Test Method for Gum Content in Fuels by Jet Evapo-
Sludge Ratings 13.2
ration
Varnish Ratings 13.3
D445 Test Method for Kinematic Viscosity of Transparent
Clogging 13.4
Sticking 13.5
and Opaque Liquids (and Calculation of Dynamic Viscos-
Used Oil Analyses 13.6
ity)
Assessment of Test Validity 14
D525 Test Method for Oxidation Stability of Gasoline (In-
General 14.1
Used Oil Analyses—Interpretation 14.2
duction Period Method)
Blowby Flow Rate 14.3
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Supporting data have been filed at ASTM International Headquarters and may contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
be obtained by requesting Research Report RR:D02-1472. Contact ASTM Customer Standards volume information, refer to the standard’s Document Summary page on
Service at [e-mail]. the ASTM website.
D8256 − 23
D873 Test Method for Oxidation Stability of Aviation Fuels 3. Terminology
(Potential Residue Method)
3.1 Definitions:
D1266 Test Method for Sulfur in Petroleum Products (Lamp
3.1.1 air-fuel ratio, n—in internal combustion engines, the
Method)
mass ratio of air-to-fuel in the mixture being inducted into the
D1298 Test Method for Density, Relative Density, or API
combustion chambers.
Gravity of Crude Petroleum and Liquid Petroleum Prod-
3.1.1.1 Discussion—In this test method, air-fuel ratio
ucts by Hydrometer Method
(AFR), is controlled by the engine control module. D4175
D2622 Test Method for Sulfur in Petroleum Products by
3.1.2 blowby, n—in internal combustion engines, that por-
Wavelength Dispersive X-ray Fluorescence Spectrometry
tion of the combustion products and unburned air/fuel mixture
D2789 Test Method for Hydrocarbon Types in Low Olefinic
that leaks past piston rings into the engine crankcase during
Gasoline by Mass Spectrometry (Withdrawn 2023)
operation. D4175
D3237 Test Method for Lead in Gasoline by Atomic Absorp-
tion Spectroscopy
3.1.3 clogging, n—the restriction of a flow path due to the
D3525 Test Method for Gasoline Fuel Dilution in Used
accumulation of material along the flow path boundaries.
Gasoline Engine Oils by Wide-Bore Capillary Gas Chro-
D4175
matography
3.1.4 cold-stuck piston ring, n—in internal combustion
D4052 Test Method for Density, Relative Density, and API
engines, a piston ring that is stuck when the piston and ring are
Gravity of Liquids by Digital Density Meter
at room temperature, but inspection shows that it was free
D4057 Practice for Manual Sampling of Petroleum and
during engine operation.
Petroleum Products
3.1.4.1 Discussion—A cold-stuck piston ring cannot be
D4175 Terminology Relating to Petroleum Products, Liquid
moved with moderate finger pressure. It is characterized by a
Fuels, and Lubricants
polished face over its entire circumference, indicating essen-
D4294 Test Method for Sulfur in Petroleum and Petroleum
tially no blowby passed over the ring face during engine
Products by Energy Dispersive X-ray Fluorescence Spec-
operation.
trometry
3.1.5 critical part, adj—a component used in this test
D4485 Specification for Performance of Active API Service
procedure, that has been identified as critical to the operations
Category Engine Oils
and/or performance of the test.
D5059 Test Methods for Lead and Manganese in Gasoline
by X-Ray Fluorescence Spectroscopy
3.1.6 debris, n—in internal combustion engines, solid con-
D5185 Test Method for Multielement Determination of
taminant materials unintentionally introduced into the engine
Used and Unused Lubricating Oils and Base Oils by
or resulting from wear. D4175
Inductively Coupled Plasma Atomic Emission Spectrom-
3.1.6.1 Discussion—Examples include such things as gasket
etry (ICP-AES)
material, silicone sealer, towel threads, and metal particles.
D6304 Test Method for Determination of Water in Petro-
3.1.7 filtering, n—in data acquisition, a means of attenuat-
leum Products, Lubricating Oils, and Additives by Cou-
ing signals in a given frequency range. They can be mechanical
lometric Karl Fischer Titration
(volume tank, spring, mass) or electrical (capacitance, induc-
2.2 ANSI Standard:
tance) or digital (mathematical formulas), or a combination
ANSI MC96.1 Temperature Measurement-Thermocouples
thereof. Typically, a low-pass filter attenuates the unwanted
2.3 Other ASTM Documents:
high frequency noise. D4175
ASTM Deposit Rating Manual 20 (Formerly CRC Manual
7 3.1.8 hot-stuck piston ring, n—in internal combustion
20)
engines, a piston ring that is stuck when the piston and ring are
Data Acquisition and Control Automation II Task Force
8 at room temperature, and inspection shows that it was stuck
Report dated June 17th, 1997
during engine operation.
The Lubricant Test Monitoring System Sequence VH Test
3.1.8.1 Discussion—The portion of the ring that is stuck
Control Chart Technique for Developing and Applying
cannot be moved with moderate finger pressure. A hot-stuck
Severity Adjustments (SA)
piston ring is characterized by varnish or carbon across some
2.4 Other Standards:
portion of its face, indicating that portion of the ring was not
API 1525 Bulk Oil Testing, Handling, and Storage Guide-
contacting the cylinder wall during engine operation. D4175
lines Documentation
3.1.9 knock, n—in a spark ignition engine, abnormal
combustion, often producing audible sound, caused by auto-
The last approved version of this historical standard is referenced on
ignition of the air/fuel mixture. D4175
www.astm.org.
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
3.1.10 out of specification data, n—in data acquisition,
4th Floor, New York, NY 10036, http://www.ansi.org.
sampled value of a monitored test parameter that has deviated
For stock #TMCMNL20, visit the ASTM website, www.astm.org, or contact
beyond the procedural limits. D4175
ASTM Customer Service at [e-mail].
Available from the ASTM Test Monitoring Center, 203 Armstrong Drive,
3.1.11 reading, n—in data acquisition, the reduction of data
Freeport, PA 16229, http://www.astmtmc.org.
points that represent the operating conditions observed in the
Available from American Petroleum Institute (API), 200 Massachusetts
Avenue, NW Suite 1100 Washington, DC 20001-5571, http://www.api.org. time period as defined in the test procedure. D4175
D8256 − 23
3.1.12 scoring, n—in tribology, a severe form of wear 4.4 While the operating conditions are varied within each
characterized by the formation of extensive grooves and cycle, overall they can be characterized as a mixture of
scratches in the direction of sliding. D4175 low-temperature and moderate-temperature, light and medium
duty operating conditions.
3.1.13 scuffıng, n—in lubrication, damage caused by instan-
taneous localized welding between surfaces in relative motion 4.5 To accelerate deposit formation, the level of oxides of
that does not result in immobilization of the parts. D4175
nitrogen in the blowby and the rate of blowby into the
crankcase are significantly increased. The fresh air breathing of
3.1.14 sludge, n—in internal combustion engines, a deposit,
the crankcase is eliminated and the oil and coolant tempera-
principally composed of insoluble resins and oxidation prod-
tures are lowered to induce condensation of water and fuel.
ucts from fuel combustion and the lubricant, that does not drain
from engine parts but can be removed by wiping with a cloth.
4.6 The performance of the test engine oil is evaluated at the
D4175 end of the test by dismantling the engine and measuring the
level of engine deposit formation.
3.1.15 time constant, n—in data acquisition, a value which
represents a measure of the time response of a system. For a
5. Significance and Use
first order system responding to a step change input, it is the
5.1 This test method is used to evaluate an automotive
time required for the output to reach 63.2 % of its final value.
engine oil’s control of engine deposits under operating condi-
D4175
tions deliberately selected to accelerate deposit formation. This
3.1.16 typical, adj—an example, e.g., common engineering
VH test method was correlated with the previous VG test
practice.
method, which was correlated with field service data, deter-
3.1.17 varnish, n—in internal combustion engines, a hard,
mined from side-by-side comparisons of two or more oils in
dry, generally lustrous deposit that can be removed by solvents
police, taxi fleets, and delivery van services.
but not by wiping with a cloth. D4175
5.2 This test method, along with other test methods are used
3.1.18 wear, n—loss of material from a surface, generally
to define an engine oils minimum performance level necessary
occurring between two surfaces in relative motion, and result-
to meet certification requirements for API Category Specifica-
ing from mechanical or chemical action, or a combination of
tions as outlined in Specification D4485. This test method may
both. D4175
also be incorporated in automobile manufacturers’ factory–fill
specifications.
3.2 Definitions of Terms Specific to This Standard:
3.2.1 enrichment, n—in internal combustion engine
5.3 The basic engine used in this test method is representa-
operation, a fuel consumption rate in excess of that which
tive of many that are in modern automobiles. This factor, along
would achieve a stoichiometric air-to-fuel ratio.
with the accelerated operating conditions, should be considered
3.2.1.1 Discussion—Enrichment is usually indicated by el-
when interpreting test results.
evated CO levels and can also be detected with an extended
6. Apparatus (General Description)
range air/fuel ratio sensor.
6.1 The VH test engine is a Ford, spark ignition, four stroke,
3.2.2 Lambda, n—the ratio of actual air mass induced,
eight-cylinder V configuration engine with a displacement of
during engine operation, divided by the theoretical air mass
4.6 L. Features of this engine include an overhead camshaft, a
requirement at the stoichiometric air-fuel ratio for the given
cross-flow fast-burn cylinder head design, two valves per
fuel.
cylinder and electronic port fuel injection. It is based on the
3.2.2.1 Discussion—A Lambda value of 1.0 denotes a stoi-
Ford Motor Co. EFI Crown Victoria passenger car engine
chiometric air-fuel ratio.
with a displacement of 4.6 L.
3.2.3 low-temperature, light-duty conditions, n—indicative
6.2 Configure the test stand to accept the VH test engine. All
of engine oil and coolant temperatures that average below
special equipment necessary for conducting this test is listed
normal warmed-up temperatures, and engine speeds and power
herein.
outputs that average below those encountered in typical high-
way driving.
6.3 Use the appropriate air conditioning apparatus to control
the temperature, pressure, and humidity of the intake air.
3.2.4 ramping, n—the prescribed rate of change of a vari-
able when one set of operating conditions is changed to another
6.4 Use an appropriate fuel supply system (Fig. 1).
set of operating conditions.
6.5 The control and data acquisition system shall meet the
requirements listed in Annex A6.
4. Summary of Test Method
7. Apparatus (The Test Engine)
4.1 Each VH test engine is assembled with many new parts
and essentially all aspects of assembly are specified in detail.
7.1 Sequence VH Test Engine—The test engine parts are
supplied by Ford Motor Co. (A12.1). A detailed listing of all
4.2 The test stand is equipped to control speed, torque, AFR,
parts included in the kit is given in Annex A8.
and various other operating parameters.
4.3 The test is run for a total of 216 h, consisting of 54
cycles of 4 h each. Each cycle consists of three stages. Ford Crown Victoria is a product of the Ford Motor Co., Dearborn, MI 48121.
D8256 − 23
FIG. 1 Schematic of Engine Fuel System
7.1.1 Non-rated parts can be replaced during the test, many as four tests as long as they remain serviceable. As the
provided the reason for replacement was not oil related. block can be used for as many as four tests, damaged threads
in the block can be corrected with commercially available
7.2 Required New Engine Parts—Use the parts listed in the
thread inserts.
engine parts list (see Table A8.1). Use a new gasket kit for each
test. Do not modify or alter test parts without the approval of
7.4 Specially Fabricated Engine Parts—The following sub-
the Sequence V Surveillance Panel. Use parts purchased in
sections detail the specially fabricated engine parts required in
more than one batch on a first-in, first-out basis.
this test method:
7.4.1 Intake Air System (see Fig. 2 and Figs. A7.1 and
7.3 Reusable Engine Parts—The parts listed in Table A8.1
A7.2)—Intake air system shall use the parts shown in Table
(Engine Dress Parts), (Stand Setup Parts), (Fasteners), and
A8.1.
(Engine Finish Parts) can be reused (all of these can be used in
numerous engine assemblies as long as they remain service- 7.4.2 Camshaft Baffles (see Fig. A7.3)—These are fabri-
able). Crankshaft, connecting rods, timing chain covers and cated for attachment to the underside of the rocker cover. The
cylinder heads may be used for multiple engine assemblies as clearance between the edges of the baffle and the (rocker arm
long as they remain serviceable. Camshafts can be used for as cover) RAC permits a limited splash flow of oil to the top of
D8256 − 23
NOTE 1—Dimensions are in millimetres.
FIG. 2 Typical Test Stand Intake Air Supply System
the baffle and the RAC. Therefore, the dimensional accuracy of are not included. Use 2000-2004 Crown Victoria Service
the baffle is important to minimize the influence on test Manual and 2011 Crown Victoria Service Manual for assem-
severity. The camshaft baffle is available from the supplier bly. Complete any assembly instructions not detailed in Section
listed in A12.2. 7 according to the instructions in the Crown Victoria Service
7.4.3 Crankcase Oil Fill Port—The crankcase oil fill port is Manuals.
located towards the rear of the left rocker cover. See item 8 and 7.5.1 Piston Ring Positioner—Use the piston ring positioner
9 on Fig. A7.4. to locate the piston rings from the cylinder block deck surface
7.4.4 Dipstick and Dipstick Tube (see Fig. A7.6)—The by 28.5 mm. This allows the compression rings to be posi-
dipstick has been modified for accurate oil level measurements. tioned in a consistent location in the cylinder bore before
The dipstick and dipstick tube are calibrated. If either part is measurement. Fabricate the positioner according to the details
replaced, recalibrate the pair. Use the dipstick and dipstick tube shown in Fig. A7.9.
available from the supplier listed in A12.2. 7.5.2 Piston Ring Grinder—A ring grinder is required for
7.4.5 Oil Pan—Use a modified oil pan with removable adjusting ring gaps. A suitable ring grinder is noted in 7.8.5.1.
baffles as shown in Fig. A7.7 from the supplier listed in A12.2. 7.5.3 PCV Valve Flow Rate Device:
7.4.6 Exhaust Manifold—The required exhaust manifolds 7.5.3.1 Use this device to verify the flow rate of the PCV
(see A12.2), exhaust manifold spacer (see A12.3) and exhaust valve before the test and measure the degree of clogging after
system are shown in Figs. A7.14-A7.16. A universal exhaust the test. Fabricate the device according to the details shown in
gas oxygen (UEGO) sensor is installed in the exhaust system Fig. A7.10. The device shall have a full scale accuracy of 5 %
after each exhaust manifold. Utilize the same wide band, and a resolution of 0.05 L/min (see 7.6.7).
heated oxygen sensors for both air fuel ratio control and 7.5.3.2 Calibrate the flow rate device once every six months
measurement. against a standard traceable to NIST.
7.4.7 Flywheel—Use the flywheel listed in A12.2. 7.5.4 A total of four master bores are required for verifying
7.4.8 Rocker Arm Cover (RAC)—The RAC is fabricated the cylinder bore measurement device, for determining ring
from stainless steel and incorporates a water jacket and bolt gap increase for the rings in cylinders 1 and 8, and for
bosses for the camshaft baffle (see Figs. A7.3-A7.5). The RAC, determining piston to bore clearance. Master bores are sized
bolts, and washers supplier is listed in A12.2. As the RAC is according to piston oversize in Table 1.
used for multiple tests, leaks to the external cooling jacket may 7.5.4.1 Maintain the master bores in a temperature con-
be repaired by welding or other suitable means. Do not modify trolled room with identical conditions to build areas.
the rated surfaces of the RAC.
7.4.9 Oil Filter—Use a 60 μm screen type oil filter with a
bypass (see Fig. A7.8) available from the supplier listed in 11
Available from Ford and Lincoln Dealerships.
X2.1.11.
7.4.10 Oil Pan Insulation—The oil pan is covered with a
TABLE 1 Master Bore Sizes
fiberglass insulation to reduce the effects of ambient tempera-
For 0.125 mm piston 90.345 mm
ture variations. The insulation supplier is listed in A12.2.
For 0.25 mm piston 90.470 mm
For 0.375 mm piston 90.595 mm
7.5 Special Engine Measurement and Assembly
For 0.50 mm piston 90.700 mm
Equipment—Items routinely used in laboratory and workshop
D8256 − 23
7.5.5 Oil Screen Blowdown Device—Use the device avail- (8) Spray engine block with a 50:50 mixture of EF-411 and
able from the supplier listed in A12.3 to blow a controlled degreasing solvent.
amount of compressed air across the oil screen to remove any (9) Allow the block to cool to room temperature before
oil that is retained on the oil screen after allowing it to drain. honing the block.
12,13
7.5.7 Cylinder Hone—Use a Sunnen CV-616 for cylinder
7.5.6 Use NAT-50 or PDN-50 soap in automatic parts
14,13
washers to clean Sequence VH engine parts. If using an bore resizing and finishing.
ultrasonic cleaner, use solution 7 and solution B or a 50/50 7.5.8 Connecting Rod Heater—The piston pins are fixed to
Brulin US Solution of 815 GD and 815 QR-NF in a 12.5 %
the connecting rods with an interference fit. A connecting rod
15,13
concentration. See X2.1.12. heater is required to facilitate installation of the piston pins
and prevent piston distortion.
7.5.6.1 Clean the block in a heated bath, a temperature-
controlled automated parts washer, or ultrasonic cleaner before
7.6 Miscellaneous Engine Components—Preparation:
and after honing. Follow these suggested guidelines to ensure
7.6.1 Engine Build-Up and Measurement Area-
there is no rusting of the engine block after this process:
Environment—The ambient atmosphere of the engine buildup
If Using a Heated Bath or an Automated Parts Washer:
and measurement areas shall be reasonably free of contami-
(1) Use only NAT-50 or PDN-50 soap at a concentration of
nants. A relatively constant temperature (within 63 °C) is
7.3 kg of soap per 380 L of water. Change the soap and water
necessary to ensure acceptable repeatability in the measure-
solution at least after every 25 h of use.
ment of parts dimensions. To prevent moisture forming on cold
(2) Control the water temperature at 60 °C 6 10 °C.
engine parts that are brought into the buildup or measurement
(3) Use only fresh tap water in the bath.
areas, maintain the relative humidity at a nominal maximum of
(4) Prior to installing the engine in the parts washer, ensure
50 %.
that all coolant passages are blocked off to prevent cleaning
7.6.2 Intake Manifold and Throttle Body:
solutions from entering the coolant passages.
7.6.2.1 Block coolant bypass port in intake manifold by
(5) Run the block through the cleaning cycle for a period
tapping the hole and installing a ⁄2 in. NPT pipe plug. Replace
of 30 min to 40 min.
the idle air bypass motor with the idle load control system. A
(6) After the cycle is complete, immediately remove the
schematic of the system is shown in Fig. A7.12. Block off the
block from the washer and spray it down with degreasing
EGR port on the back of the throttle body plenum (block off
solvent.
plate shown in Fig. A7.13) drill and tap the block off plate and
(7) Wipe cylinder bores out with a lint-free towel.
install fitting for MAP port.
(8) Spray engine block with a 50:50 mixture of build-up oil
7.6.2.2 Clean the butterfly and bore of the throttle body with
and degreasing solvent.
solvent (7.7.1) and air-dry before each test. Do not disassemble
(9) Allow the block to cool to room temperature before
the throttle body as this will cause excessive wear on the
honing the block.
components.
If Using the Ultrasonic Cleaner Parts Washer:
7.6.2.3 There is no specific life for the throttle body.
(1) Based on bath volume, use solution 7 at a ratio of
However, the clearance between the bore and the butterfly will
132.5 mL (4.48 oz) per 3.785 L (1 gal) of water plus solution
eventually increase and render the body unserviceable. When
B at a ratio of 11 mL (0.38 oz) per 3.785 L (1 gal) of water. As
the clearance becomes too great to allow control of speed,
an alternative, a 50/50 Brulin US Solution of 815 GD and 815
torque, and air-fuel ratio during Stage III, discard the throttle
QR-NF may be utilized in a 12.5 % concentration.
body.
(2) Use only fresh tap water in the bath.
7.6.3 Rocker Arm Cover:
(3) Control the solution-in-water temperature at 65 °C 6
7.6.3.1 Before each test, inspect the coolant jacket. If a
5 °C.
deposit or film is present, then clean the RAC coolant jacket
(4) Prior to installing the engine in the parts washer, ensure
with a commercially available de-scaling cleaner, neutralizer,
that all coolant passages are blocked off to prevent cleaning
and inhibitor (8.4.4.1). An example of an acceptable cleaner is
solutions from entering the passages.
detailed in 7.7.3.
(5) Run the block through the cleaning cycle for a period of
7.6.3.2 Submerge the RAC in agitated organic solvent (see
60 min.
7.7.2) until clean (approximately 1 h). Rinse the parts thor-
(6) After the cycle has completed, immediately remove the
oughly with hot water (> 60 °C). Rinse the RAC with degreas-
block from the washer and thoroughly spray clean the block
ing solvent (7.7.1) and allow to air-dry. Inspect the appearance
with hot water.
of the inside of the RAC. If the before test rating is less than ten
(7) Replace the mixture of the two solutions-in-water with
on the ASTM varnish rating scale (ASTM Deposit Rating
a new mixture at least after every 25 h of use.
Manual 20), polish the RAC with Green Scotch Brite General
The sole source of supply of the soap (NAT-50 or PDN-50) known to the
committee at this time is Better Engineering Manufacturing, 8361 Town Court, The sole source of supply of the Sunnen CV-616 honing machine known to the
Baltimore, MD 21236. committee at this time is Sunnen Inc., 7910 Manchester, St. Louis, MO 63143.
13 15
If you are aware of alternative suppliers, please provide this information to The sole source of supply of the connecting rod heater (Sunnen Model
ASTM International Headquarters. Your comments will receive careful consider- CRH-50) and pin installation tool known to the committee at this time is Sunnen,
ation at a meeting of the responsible technical committee, which you may attend. Inc., 7910 Manchester, St. Louis, MO 63143.
D8256 − 23
Purpose Hand Pad #96 to achieve a dull finish. Rinse with Color (not darker than +25 on Saybolt Scale or 25 on Pt-Co
degreasing solvent (7.7.1) and allow to air-dry before use. Scale). (Warning—Combustible. Health hazard.) Obtain a
7.6.4 Camshaft Baffle—Submerge the camshaft baffles in Certificate of Analysis for each batch of solvent from the
agitated organic solvent (see 7.7.2) until clean (approximately supplier.
1 h). Rinse the parts thoroughly with hot water (> 60 °C). 7.7.2 Organic Solvent, Penmul L460. (Warning—
17,13
Rinse the camshaft baffles with degreasing solvent (7.7.1) and Combustible. Health hazard.)
18,13
allow to air-dry. Inspect the appearance of the top surface of the 7.7.3 Dearsol 134 Acidic Cleaner, with Inhibitor, RAC
camshaft baffle. If the before test rating is less than ten on the cooling jacket internal cleaner. (Warning—Combustible.
ASTM varnish rating scale (ASTM Deposit Rating Manual Health hazard.)
20), polish the camshaft baffle with Scotch Brite General 7.7.4 Cooling System Cleaner, Dupont or equivalent, for
Purpose Hand Pad #96 to achieve a dull finish. Rinse with cleaning cooling system components external to the engine.
degreasing solvent (7.7.1) and allow to air-dry before use. (Warning—Caustic. Health hazard.)
7.6.5 Oil Pan—Submerge the oil pan in agitated organic 7.7.5 Parts Cleaning Soap, NAT-50 or PDN-50 have been
solvent (see 7.7.2) until clean (approximately 1 h). Rinse the found to be acceptable. (Warning—Health hazard.)
part thoroughly with hot water (> 60 °C). Rinse the oil pan 7.7.6 Ultrasonic Cleaner, Tierra Tech ultrasonic solution 7
with degreasing solvent (7.7.1) and allow to air-dry. and B available from supplier shown in X2.1.12 or a 50/50
7.6.6 Oil Pan Baffle—Submerge the oil pan baffle in agitated Brulin US Solution of 815 GD and 815 QR-NF in a 12.5 %
organic solvent (see 7.7.2) until clean (approximately 1 h). concentration.
Rinse the part thoroughly with hot water (> 60 °C). Rinse the 7.7.6.1 Steel and cast iron parts may be cleaned using the
oil pan baffle with degreasing solvent (7.7.1) and allow to ultrasonic cleaner without restrictions. Aluminum parts may
air-dry. only be cleaned for 30 min or less. The engine front cover may
7.6.7 PCV Valve—Measure and record the flow rates of the not be cleaned using the ultrasonic cleaner.
PCV valve with the calibrated flow device described in 7.5.3
7.8 Assembling the Test Engine—Preparations—Use the
and Fig. A7.10. Measure the flow rate at 25 kPa and 60 kPa
test engine parts obtained from the supplier in 7.1. Assemble
vacuum. Because of the hysteresis in the PCV valve spring,
the engine according to the 2011 Crown Victoria Workshop
make the vacuum adjustments in one direction only. Measure
Manual for long block assembly through the intake elbow.
the flow rate twice and average the readings. Reject any PCV
Throttle body, fresh air tube, airbox and water pump are a
valve that does not exhibit an average flow rate of 90 L ⁄min to
combination of 2011 and 2004 components.
140 L ⁄min at 25 kPa and 30 L ⁄min to 50 L ⁄min at 60 kPa.
7.8.1 Parts Selection—Instructions concerning the use of
7.6.8 Water Pump Drive System—Use only the pulleys
new or used parts are detailed in 7.1.1, 7.2, and 7.3.
needed to drive the water pump, crankshaft pulley, water
7.8.2 Sealing Compounds—Use a silicon-based sealer as
pump, grooved idler and tensioner (see Table A8.1), and a five
needed between the rear seal housing-cylinder block, the
or six groove belt, 956 mm in length to ensure that the water
cylinder block-cylinder head-front cover interfaces, cylinder
pump rotates at the proper speed and direction.
head-front cover-rocker cover interfaces, and cylinder block-
7.6.9 Front Cover—Modify front cover to facilitate instal-
front cover-oil pan interfaces.
lation of tensioner, idler, and water pump drive belt. Since the
7.8.2.1 Use silicon-based sealer sparingly since it can el-
belt is routed differently from the stock location some bolt
evate the indicated silicon content of the used oil.
bosses may need to be altered to clear the shorter belt and the
NOTE 1—Non-silicon liquid or tape thread sealers can be used on bolts
tensioner. These bolt bosses are used to attach the front end
and plugs.
accessory drive components that are not used for this test.
7.8.3 Gaskets and Seals—Install new gaskets and seals
7.6.10 Oil Separators—Use a specified oil separator ob-
during engine assembly.
tained from the supplier in A12.6 parts list. Clean the interior
7.8.4 Block Preparations—Inspect block, including oil gal-
with degreasing solvent (7.7.1) and allow to air-dry prior to
leries for debris and rust. Remove any debris or rust that is
each test.
found. Remove oil gallery plugs. Removal of coolant jacket
7.6.11 Timing Chain Cover—Submerge the timing chain
plugs is left to the discretion of the laboratory. Enlarge the
cover in agitated organic solvent (see 7.7.2) until clean
chamfers around the top of the cylinder bore. Spray the block
(approximately 1 h). Rinse the part thoroughly with hot water
with degreasing solvent (see 7.7.1). Spray block with a 50/50
(> 60 °C). Clean with degreasing solvent (7.7.1) and allow to
19,13
mixture of degreasing solvent (see 7.7.1) and EF-411.
air-dry.
Install the stress plates with cylinder head fasteners and torque
7.7 Solvents and Cleaners Required—No substitutions for
to 37 N·m to 43 N·m with an additional 180° in two 90°
7.7.1 – 7.7.6 are allowed. (Warning—Use adequate safety
provisions with all solvents and cleaners. See Annex A5.)
7.7.1 Solvent—Use only mineral spirits meeting the require-
The sole source of supply of Penmul L460 known to the committee at this time
ments of Specification D235, Type II, Class C for Aromatic
is Penetone Corp., 8201 4th Street, Unit G, Downey, CA. 90241.
Content 0 % to 2 % by volume, Flash Point (61 °C, min) and
The sole source of supply of Dearsol 134 Acidic Cleaner known to the
committee at this time is Dearborn Div., subsidiary of W. R. Grace and Co., 300
Genesee St., Lake Zurich, IL 60047.
16 19
Scotch Brite is a trademark of 3M Corporate Headquarters, 3M Center, St. The sole source of supply of Mobil EF-411 oil known to the committee at this
Paul, MN 55144-1000. time is Mobil Oil Corp., 3225 Gallows, Fairfax, VA 22037.
D8256 − 23
rotation increments. Head bolts may be used for a maximum of (3) Measure the main journals and verify that the diameters
five times. Install the main bearing caps and torque to 40 N·m, are 67.483 mm to 67.503 mm.
with an additional 90° rotation. Install the jackscrews and (4) Measure the connecting rods journals and verify that
torque to 8 N·m to 11 N·m. the diameters are 52.988 mm to 53.003 mm.
(5) Install the main bearings.
7.8.4.1 Honing:
(6) Install the main bearing caps and torque to 40 N·m,
(1) Install the block in the honing machine. Use a Sunnen
with an additional 90° rotation.
CV-616 honing machine to hone the block. Install the block
(7) Install the jack screws and torque to 9 N·m to 11 N·m.
with the right cylinder bank on the outside and the front of the
(8) Install the jack screw bolts and torque to 19 N·m to
block to the right. Verify the honing oil has been changed
23 N·m.
within the past 15 h, and change if necessary.
7.8.4.4 Piston Installation:
(2) Set the honing machine to flow Sunnen LP8X fluid at a
(1) Examine pistons for any staining, defects, damage, etc.
nominal rate of 7 L/min. Set the feed rate to 4 with 57 strokes
Discard any pistons that are stained, damaged, or unusable.
per minute and spindle speed of 170 r/min. Set the stroke for
(2) Install the piston on the connecting rod using Sunnen
133.35 mm and lower the block for 10 mm over stroke.
Model CRH-50 connecting rod heater. Orient the notch in the
(3) Install EHU512 stones. Typical pressures of 25 to 40
piston facing forward and the bump in the connecting rod
units have found to be acceptable. Hone the right bank in the
facing towards the rear of the engine. Refer to Fig. A7.11.
following order, cylinder 1, 3, 4 and 2. Hone the left bank in the
7.8.5 Piston Rings:
following order, Cylinder 7, 5, 8 and 6. Following this order
7.8.5.1 Ring Gap Adjustment:
will minimize the possibility of overheating one area of the
(1) Cut the top and second compression ring gaps as
block. The block may be rotated in the honing machine and
required to obtain the specified blowby flow rate, using the
does not have to be removed to hone the other bank.
20,13
Sanford Piston Ring Grinder and record new ring gap(s) on
(4) Install JHU725 stones and hone for approximately five
any ring(s) adjusted. Enter the new dimension(s) on the
strokes at 20 to 25 units of pressure in the order described in
Supplemental Operational Data sheets. Typical forms for
step (3).
recording these dimensions are shown in Appendix X1. Second
(5) Install a plateau hone brush and hone at 25 to 30 units
ring gap shall be between 0.045 mm and 0.055 mm larger than
of pressure to obtain a surface finish of 8 μm to 13 μm.
the top ring gap.
Typically 45 strokes have provided acceptable results.
7.8.5.2 Piston Ring Cutting Procedure:
(6) Measure the cylinder bore using a bore ladder shown in
(1) Cut the ring to the required gap using the ring cutting
Fig. A7.28. Measure bore both longitudinally and transversely.
21,13
burr rotated at a rated speed of 3450 r/min. Remove equal
Determine the bore diameter for piston clearance purposes by
amounts from both sides of the gap. Make final cuts on the
adding the middle and bottom transverse bore measurements
down stroke only. The ring is cut with a maximum increment
and dividing by two. Measure the piston skirt 42 mm from the
of 0.125 mm until the desired ring gap is achieved.
top of the piston. Subtract this value from the bore measure-
(2) After the rings are cut remove the ring from the cutting
ment and verify that the piston-to-bore clearance is within
22,13
tool, deburr using a Sunnen soft stone and wipe with a dry
0.020 mm to 0.046 mm. Re-hone the block or choose a
towel.
different diameter piston to obtain this clearance.
7.8.5.3 Installation:
(7) Determine bore taper by measuring the difference
(1) Install the oil control rings and the compression rings
between top-to-bottom, top-to-middle and middle-to-bottom,
on the pistons with the gaps located over the piston pin.
transversely. Record the maximum value of the readings Verify
Position the gaps at approximately 180° intervals, with the top
that the maximum taper does not exceed 0.006 mm. Determine
compression ring gap toward the rear. Install the rings using a
out-of-round by subtracting the difference between the trans-
ring spreader tool, keeping the rings’ surfaces parallel to the
verse and longitudinal bore measurements at the top, middle
ring groove in the piston.
and bottom. Record the maximum value. Verify that the
(2) If any rings require replacement, then measure and
cylinder bore out-of-round does not exceed 0.020 mm.
record the new ring gap(s) and ring side clearance(s). Calculate
7.8.4.2 Post-honing Cleaning:
ring side clearance by determining the difference between the
(1) Remove the block from the honing machine. Remove
ring groove width and the associated ring width.
the stress plates, jackscrews, main bearing bolts and caps.
7.8.6 Cylinder Bore Measurements—Measure the cylinder 1
Remove jackscrews from the main bearing caps.
and 8 cylinder bores with the bearing caps in place. Clean the
(2) Clean with degreasing solvent (see 7.7.1).
bores with a dry rag. The bores shall be clean and dry when
(3) Place block in dishwasher type cleaning machine (see
they are measured. Use a bore gauge micrometer to determine
7.5.6) and wash using soap (7.7.5) for 30 min at 60 °C.
(4) Spray block with 50/50 solution of EF-411 and degreas-
ing solvent (see 7.7.1).
The sole source of supply of the Sanford Piston Ring Grinder known to the
7.8.4.3 Crankshaft Installation:
committee at this time is Sanford Mfg. Co., 300 Cox St., P.O. Box 318, Roselle, NJ
07203.
(1) If the crankshaft has been used previously, soak the
The sole source of supply of the ⁄16 in. carbide ring cutting burr, No. 74010020
crankshaft in organic solvent (see 7.7.2) for a minimum of
known to the committee at this time is M. A. Ford.
24 h.
The sole source of supply of Sunnen soft stone, No. JHU-820 known to the
(2) Spray the crankshaft with degreasing solvent. committee at this time is Sunnen, Inc., 7910 Manchester, St. Louis, MO 63143.
D8256 − 23
the diameter of cylinder 1 and 8 at the top, middle and bottom 7.9.5.2 Prior to the timing chain installation, clock the
of the second ring travel in the transverse direction. crankshaft keyway at 315° of crankshaft angle (TDC of piston
No. 1) as described in the service manual. Rotate the
7.9 Assembling the Test Engine—Installations—Assemble
crankshaft clockwise only, when viewed from the front.
the engine according to the instructions in the service manual
7.9.5.3 When viewed from the rear, maintain the camshaft
unless specified herein.
D-slot shall at a 90° clocked
...

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: D8256 − 22a D8256 − 23
Standard Test Method for
Evaluation of Automotive Engine Oils for Inhibition of
Deposit Formation in the Sequence VH Spark-Ignition
Engine Fueled with Gasoline and Operated Under Low-
Temperature, Light-Duty Conditions
This standard is issued under the fixed designation D8256; 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 use the TMC services as part of their test
registration process. In addition, the American Petroleum Institute and the Gear Lubricant Review
Committee of the Lubricant Review Institute (SAE International) require that a laboratory use the
TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the Test Purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions.
ASTM International policy is to encourage the development of test procedures based on generic
equipment. It is recognized that there are occasions where critical/sole-source equipment has been
approved by the technical committee (surveillance panel/task force) and is required by the test
procedure. The technical committee that oversees the test procedure is encouraged to clearly identify
if the part is considered critical in the test procedure. If a part is deemed to be critical, ASTM
encourages alternative suppliers to be given the opportunity for consideration of supplying the critical
part/component providing they meet the approval process set forth by the technical committee.
An alternative supplier can start the process by initiating contact with the technical committee
(current chairs shown on ASTM TMC website). The supplier should advise on the details of the part
that is intended to be supplied. The technical committee will review the request and determine
feasibility of an alternative supplier for the requested replacement critical part. In the event that a
replacement critical part has been identified and proven equivalent the sole-source supplier footnote
shall be removed from the test procedure.
This test method is under the jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.B0.01 on Passenger Car Engine Oils.
Current edition approved April 1, 2022July 1, 2023. Published April 2022July 2023. Originally approved in 2019. Last previous edition approved in 2022 as
D8256 – 22.D8256 – 22a. DOI: 10.1520/D8256-22A.10.1520/D8256-23.
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. Attention: Director. This edition incorporates revisions in all Information
Letters through No. 21-2.23-1.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D8256 − 23
1. Scope*
1.1 This test method is commonly referred to as the Sequence VH test, and it has been correlated with the Sequence VG test. The
Sequence VG test was previously correlated with vehicles used in stop-and-go service prior to 1996, particularly with regard to
sludge and varnish formation. It is one of the test methods required to evaluate oils intended to satisfy the API SN, SN Plus
performance category.
1.2 The values stated in SI units are to be regarded as the standard. No other units of measurement are included in this standard.
1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or
specified single source equipment.
1.3 A table of contents follows:
Section
Scope 1
Referenced Documents 2
Terminology 3
Summary of Test Method 4
Significance and Use 5
Apparatus (General Description) 6
Apparatus (The Test Engine) 7
Sequence VH Test Engine 7.1
Required New Engine Parts 7.2
Reusable Engine Parts 7.3
Specially Fabricated Engine Parts 7.4
Special Engine Measurement and Assembly Equipment 7.5
Miscellaneous Engine Components—Preparation 7.6
Solvents and Cleaners Required 7.7
Assembling the Test Engine—Preparations 7.8
Assembling the Test Engine—Installations 7.9
Engine Installation on the Test Stand 7.10
Engine Fluids (Supply/Discharge Systems) 8
Intake Air 8.1
Fuel and Fuel System 8.2
Engine Oil and Engine Oil System 8.3
Coolants 8.4
Measurement Instrumentation 9
Temperatures 9.1
Pressures 9.2
Flow Rates 9.3
Fuel Consumption 9.4
Speed and Torque 9.5
Exhaust Gas 9.6
Humidity 9.7
Miscellaneous Laboratory Equipment 10
Test Stand Calibration 11
Test Procedure 12
Pre-Test Procedure 12.1
Engine Operating Procedure 12.2
Periodic Measurements and Functions 12.3
Special Maintenance Procedures 12.4
Diagnostic Data Review 12.5
End of Test Procedure 12.6
Interpretation of Test Results 13
Parts Rating Area—Environment 13.1
Sludge Ratings 13.2
Varnish Ratings 13.3
Clogging 13.4
Sticking 13.5
Used Oil Analyses 13.6
Assessment of Test Validity 14
General 14.1
Used Oil Analyses—Interpretation 14.2
Blowby Flow Rate 14.3
Manifold Absolute Pressure (MAP) 14.4
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1472. Contact ASTM Customer
Service at [e-mail].
D8256 − 23
Section
Fuel Consumption Rate 14.5
Oil Consumption 14.6
Engine Parts Replacement 14.7
Quality Index 14.8
Final Test Report 15
Report Forms 15.1
Precision and Bias 16
Keywords 17
ANNEXES
ASTM TMC: Organization Annex A1
ASTM TMC: Calibration Procedures Annex A2
ASTM TMC: Maintenance Activities Annex A3
ASTM TMC: Related Information Annex A4
Safety Precautions Annex A5
Control and Data Acquisition Requirements Annex A6
Detailed Specifications and Photographs of Apparatus Annex A7
Test Engine Part Number, Classification, and Usage Annex A8
Guidelines
External Oil Heat Exchanger Cleaning Technique Annex A9
Sequence VH Report Forms and Data Dictionary Annex A10
Dipstick Calibration Annex A11
Critical Part Supplier List Annex A12
Operational Data Log—Engine Oil Annex A13
Rating Worksheets Annex A14
Fuel Injector Flow Measurements Annex A15
APPENDIXES
Piston and Ring Measurements Record Forms Appendix X1
Sources of Materials and Information Appendix X2
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use. Specific hazard statements are given in 7.7, 7.7.1, 7.7.2, 7.7.3, 7.7.4, 7.7.5, A5.3.4, and
A5.3.5.5.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
D287 Test Method for API Gravity of Crude Petroleum and Petroleum Products (Hydrometer/Method)
D323 Test Method for Vapor Pressure of Petroleum Products (Reid Method)
D381 Test Method for Gum Content in Fuels by Jet Evaporation
D445 Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dynamic Viscosity)
D525 Test Method for Oxidation Stability of Gasoline (Induction Period Method)
D873 Test Method for Oxidation Stability of Aviation Fuels (Potential Residue Method)
D1266 Test Method for Sulfur in Petroleum Products (Lamp Method)
D1298 Test Method for Density, Relative Density, or API Gravity of Crude Petroleum and Liquid Petroleum Products by
Hydrometer Method
D2622 Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-ray Fluorescence Spectrometry
D2789 Test Method for Hydrocarbon Types in Low Olefinic Gasoline by Mass Spectrometry (Withdrawn 2023)
D3237 Test Method for Lead in Gasoline by Atomic Absorption Spectroscopy
D3525 Test Method for Gasoline Fuel Dilution in Used Gasoline Engine Oils by Wide-Bore Capillary Gas Chromatography
D4052 Test Method for Density, Relative Density, and API Gravity of Liquids by Digital Density Meter
D4057 Practice for Manual Sampling of Petroleum and Petroleum Products
D4175 Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
D4294 Test Method for Sulfur in Petroleum and Petroleum Products by Energy Dispersive X-ray Fluorescence Spectrometry
D4485 Specification for Performance of Active API Service Category Engine Oils
D5059 Test Methods for Lead and Manganese in Gasoline by X-Ray Fluorescence Spectroscopy
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.
D8256 − 23
D5185 Test Method for Multielement Determination of Used and Unused Lubricating Oils and Base Oils by Inductively
Coupled Plasma Atomic Emission Spectrometry (ICP-AES)
D6304 Test Method for Determination of Water in Petroleum Products, Lubricating Oils, and Additives by Coulometric Karl
Fischer Titration
2.2 ANSI Standard:
ANSI MC96.1 Temperature Measurement-Thermocouples
2.3 Other ASTM Documents:
ASTM Deposit Rating Manual 20 (Formerly CRC Manual 20)
Data Acquisition and Control Automation II Task Force Report dated June 17th, 1997
The Lubricant Test Monitoring System Sequence VH Test Control Chart Technique for Developing and Applying Severity
Adjustments (SA)
2.4 Other Standards:
API 1525 Bulk Oil Testing, Handling, and Storage Guidelines Documentation
3. Terminology
3.1 Definitions:
3.1.1 air-fuel ratio, n—in internal combustion engines, the mass ratio of air-to-fuel in the mixture being inducted into the
combustion chambers.
3.1.1.1 Discussion—
In this test method, air-fuel ratio (AFR), is controlled by the engine control module. D4175
3.1.2 blowby, n—in internal combustion engines, that portion of the combustion products and unburned air/fuel mixture that leaks
past piston rings into the engine crankcase during operation. D4175
3.1.3 clogging, n—the restriction of a flow path due to the accumulation of material along the flow path boundaries. D4175
3.1.4 cold-stuck piston ring, n—in internal combustion engines, a piston ring that is stuck when the piston and ring are at room
temperature, but inspection shows that it was free during engine operation.
3.1.4.1 Discussion—
A cold-stuck piston ring cannot be moved with moderate finger pressure. It is characterized by a polished face over its entire
circumference, indicating essentially no blowby passed over the ring face during engine operation.
3.1.5 critical part, adj—a component used in this test procedure, that has been identified as critical to the operations and/or
performance of the test.
3.1.6 debris, n—in internal combustion engines, solid contaminant materials unintentionally introduced into the engine or
resulting from wear. D4175
3.1.6.1 Discussion—
Examples include such things as gasket material, silicone sealer, towel threads, and metal particles.
3.1.7 filtering, n—in data acquisition, a means of attenuating signals in a given frequency range. They can be mechanical (volume
tank, spring, mass) or electrical (capacitance, inductance) or digital (mathematical formulas), or a combination thereof. Typically,
a low-pass filter attenuates the unwanted high frequency noise. D4175
3.1.8 hot-stuck piston ring, n—in internal combustion engines, a piston ring that is stuck when the piston and ring are at room
temperature, and inspection shows that it was stuck during engine operation.
3.1.8.1 Discussion—
The portion of the ring that is stuck cannot be moved with moderate finger pressure. A hot-stuck piston ring is characterized by
varnish or carbon across some portion of its face, indicating that portion of the ring was not contacting the cylinder wall during
engine operation. D4175
Available from American National Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036, http://www.ansi.org.
For stock #TMCMNL20, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail].
Available from the ASTM Test Monitoring Center, 203 Armstrong Drive, Freeport, PA 16229, http://www.astmtmc.org.
Available from American Petroleum Institute (API), 200 Massachusetts Avenue, NW Suite 1100 Washington, DC 20001-5571, http://www.api.org.
D8256 − 23
3.1.9 knock, n—in a spark ignition engine, abnormal combustion, often producing audible sound, caused by auto-ignition of the
air/fuel mixture. D4175
3.1.10 out of specification data, n—in data acquisition, sampled value of a monitored test parameter that has deviated beyond the
procedural limits. D4175
3.1.11 reading, n—in data acquisition, the reduction of data points that represent the operating conditions observed in the time
period as defined in the test procedure. D4175
3.1.12 scoring, n—in tribology, a severe form of wear characterized by the formation of extensive grooves and scratches in the
direction of sliding. D4175
3.1.13 scuffıng, n—in lubrication, damage caused by instantaneous localized welding between surfaces in relative motion that does
not result in immobilization of the parts. D4175
3.1.14 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
3.1.15 time constant, n—in data acquisition, a value which represents a measure of the time response of a system. For a first order
system responding to a step change input, it is the time required for the output to reach 63.2 % of its final value. D4175
3.1.16 typical, adj—an example, e.g., common engineering practice.
3.1.17 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
3.1.18 wear, n—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 enrichment, n—in internal combustion engine operation, a fuel consumption rate in excess of that which would achieve a
stoichiometric air-to-fuel ratio.
3.2.1.1 Discussion—
Enrichment is usually indicated by elevated CO levels and can also be detected with an extended range air/fuel ratio sensor.
3.2.2 Lambda, n—the ratio of actual air mass induced, during engine operation, divided by the theoretical air mass requirement
at the stoichiometric air-fuel ratio for the given fuel.
3.2.2.1 Discussion—
A Lambda value of 1.0 denotes a stoichiometric air-fuel ratio.
3.2.3 low-temperature, light-duty conditions, n—indicative of engine oil and coolant temperatures that average below normal
warmed-up temperatures, and engine speeds and power outputs that average below those encountered in typical highway driving.
3.2.4 ramping, n—the prescribed rate of change of a variable when one set of operating conditions is changed to another set of
operating conditions.
4. Summary of Test Method
4.1 Each VH test engine is assembled with many new parts and essentially all aspects of assembly are specified in detail.
4.2 The test stand is equipped to control speed, torque, AFR, and various other operating parameters.
4.3 The test is run for a total of 216 h, consisting of 54 cycles of 4 h each. Each cycle consists of three stages.
D8256 − 23
4.4 While the operating conditions are varied within each cycle, overall they can be characterized as a mixture of low-temperature
and moderate-temperature, light and medium duty operating conditions.
4.5 To accelerate deposit formation, the level of oxides of nitrogen in the blowby and the rate of blowby into the crankcase are
significantly increased. The fresh air breathing of the crankcase is eliminated and the oil and coolant temperatures are lowered to
induce condensation of water and fuel.
4.6 The performance of the test engine oil is evaluated at the end of the test by dismantling the engine and measuring the level
of engine deposit formation.
5. Significance and Use
5.1 This test method is used to evaluate an automotive engine oil’s control of engine deposits under operating conditions
deliberately selected to accelerate deposit formation. This VH test method was correlated with the previous VG test method, which
was correlated with field service data, determined from side-by-side comparisons of two or more oils in police, taxi fleets, and
delivery van services.
5.2 This test method, along with other test methods are used to define an engine oils minimum performance level necessary to
meet certification requirements for API Category Specifications as outlined in Specification D4485. This test method may also be
incorporated in automobile manufacturers’ factory–fill specifications.
5.3 The basic engine used in this test method is representative of many that are in modern automobiles. This factor, along with
the accelerated operating conditions, should be considered when interpreting test results.
6. Apparatus (General Description)
6.1 The VH test engine is a Ford, spark ignition, four stroke, eight-cylinder V configuration engine with a displacement of 4.6 L.
Features of this engine include an overhead camshaft, a cross-flow fast-burn cylinder head design, two valves per cylinder and
electronic port fuel injection. It is based on the Ford Motor Co. EFI Crown Victoria passenger car engine with a displacement
of 4.6 L.
6.2 Configure the test stand to accept the VH test engine. All special equipment necessary for conducting this test is listed herein.
6.3 Use the appropriate air conditioning apparatus to control the temperature, pressure, and humidity of the intake air.
6.4 Use an appropriate fuel supply system (Fig. 1).
6.5 The control and data acquisition system shall meet the requirements listed in Annex A6.
7. Apparatus (The Test Engine)
7.1 Sequence VH Test Engine—The test engine parts are supplied by Ford Motor Co. (A12.1). A detailed listing of all parts
included in the kit is given in Annex A8.
7.1.1 Non-rated parts can be replaced during the test, provided the reason for replacement was not oil related.
7.2 Required New Engine Parts—Use the parts listed in the engine parts list (see Table A8.1). Use a new gasket kit for each test.
Do not modify or alter test parts without the approval of the Sequence V Surveillance Panel. Use parts purchased in more than
one batch on a first-in, first-out basis.
7.3 Reusable Engine Parts—The parts listed in Table A8.1 (Engine Dress Parts), (Stand Setup Parts), (Fasteners), and (Engine
Ford Crown Victoria is a product of the Ford Motor Co., Dearborn, MI 48121.
D8256 − 23
FIG. 1 Schematic of Engine Fuel System
Finish Parts) can be reused (all of these can be used in numerous engine assemblies as long as they remain serviceable). Crankshaft,
connecting rods, timing chain covers and cylinder heads may be used for multiple engine assemblies as long as they remain
serviceable. Camshafts can be used for as many as four tests as long as they remain serviceable. As the block can be used for as
many as four tests, damaged threads in the block can be corrected with commercially available thread inserts.
7.4 Specially Fabricated Engine Parts—The following subsections detail the specially fabricated engine parts required in this test
method:
7.4.1 Intake Air System (see Fig. 2 and Figs. A7.1 and A7.2)—Intake air system shall use the parts shown in Table A8.1.
7.4.2 Camshaft Baffles (see Fig. A7.3)—These are fabricated for attachment to the underside of the rocker cover. The clearance
between the edges of the baffle and the (rocker arm cover) RAC permits a limited splash flow of oil to the top of the baffle and
the RAC. Therefore, the dimensional accuracy of the baffle is important to minimize the influence on test severity. The camshaft
baffle is available from the supplier listed in A12.2.
D8256 − 23
NOTE 1—Dimensions are in millimetres.
FIG. 2 Typical Test Stand Intake Air Supply System
7.4.3 Crankcase Oil Fill Port—The crankcase oil fill port is located towards the rear of the left rocker cover. See item 8 and 9
on Fig. A7.4.
7.4.4 Dipstick and Dipstick Tube (see Fig. A7.6)—The dipstick has been modified for accurate oil level measurements. The
dipstick and dipstick tube are calibrated. If either part is replaced, recalibrate the pair. Use the dipstick and dipstick tube available
from the supplier listed in A12.2.
7.4.5 Oil Pan—Use a modified oil pan with removable baffles as shown in Fig. A7.7 from the supplier listed in A12.2.
7.4.6 Exhaust Manifold—The required exhaust manifolds (see A12.2), exhaust manifold spacer (see A12.3) and exhaust system
are shown in Figs. A7.14-A7.16. A universal exhaust gas oxygen (UEGO) sensor is installed in the exhaust system after each
exhaust manifold. Utilize the same wide band, heated oxygen sensors for both air fuel ratio control and measurement.
7.4.7 Flywheel—Use the flywheel listed in A12.2.
7.4.8 Rocker Arm Cover (RAC)—The RAC is fabricated from stainless steel and incorporates a water jacket and bolt bosses for
the camshaft baffle (see Figs. A7.3-A7.5). The RAC, bolts, and washers supplier is listed in A12.2. As the RAC is used for multiple
tests, leaks to the external cooling jacket may be repaired by welding or other suitable means. Do not modify the rated surfaces
of the RAC.
7.4.9 Oil Filter—Use a 60 μm screen type oil filter with a bypass (see Fig. A7.8) available from the supplier listed in X2.1.11.
7.4.10 Oil Pan Insulation—The oil pan is covered with a fiberglass insulation to reduce the effects of ambient temperature
variations. The insulation supplier is listed in A12.2.
7.5 Special Engine Measurement and Assembly Equipment—Items routinely used in laboratory and workshop are not included.
Use 2000-2004 Crown Victoria Service Manual and 2011 Crown Victoria Service Manual for assembly. Complete any assembly
instructions not detailed in Section 7 according to the instructions in the Crown Victoria Service Manuals.
7.5.1 Piston Ring Positioner—Use the piston ring positioner to locate the piston rings from the cylinder block deck surface by 28.5
mm. This allows the compression rings to be positioned in a consistent location in the cylinder bore before measurement. Fabricate
the positioner according to the details shown in Fig. A7.9.
7.5.2 Piston Ring Grinder—A ring grinder is required for adjusting ring gaps. A suitable ring grinder is noted in 7.8.5.1.
Available from Ford and Lincoln Dealerships.
D8256 − 23
7.5.3 PCV Valve Flow Rate Device:
7.5.3.1 Use this device to verify the flow rate of the PCV valve before the test and measure the degree of clogging after the test.
Fabricate the device according to the details shown in Fig. A7.10. The device shall have a full scale accuracy of 5 % and a
resolution of 0.05 L/min (see 7.6.7).
7.5.3.2 Calibrate the flow rate device once every six months against a standard traceable to NIST.
7.5.4 A total of four master bores are required for verifying the cylinder bore measurement device, for determining ring gap
increase for the rings in cylinders 1 and 8, and for determining piston to bore clearance. Master bores are sized according to piston
oversize in Table 1.
7.5.4.1 Maintain the master bores in a temperature controlled room with identical conditions to build areas.
7.5.5 Oil Screen Blowdown Device—Use the device available from the supplier listed in A12.3 to blow a controlled amount of
compressed air across the oil screen to remove any oil that is retained on the oil screen after allowing it to drain.
12,13
7.5.6 Use NAT-50 or PDN-50 soap in automatic parts washers to clean Sequence VH engine parts. If using an ultrasonic
cleaner, use solution 7 and solution B or a 50/50 Brulin US Solution of 815 GD and 815 QR-NF in a 12.5 % concentration. See
X2.1.12.
7.5.6.1 Clean the block in a heated bath, a temperature-controlled automated parts washer, or ultrasonic cleaner before and after
honing. Follow these suggested guidelines to ensure there is no rusting of the engine block after this process:
If Using a Heated Bath or an Automated Parts Washer:
(1) Use only NAT-50 or PDN-50 soap at a concentration of 7.3 kg of soap per 380 L of water. Change the soap and water
solution at least after every 25 h of use.
(2) Control the water temperature at 60 °C 6 10 °C.
(3) Use only fresh tap water in the bath.
(4) Prior to installing the engine in the parts washer, ensure that all coolant passages are blocked off to prevent cleaning
solutions from entering the coolant passages.
(5) Run the block through the cleaning cycle for a period of 30 min to 40 min.
(6) After the cycle is complete, immediately remove the block from the washer and spray it down with degreasing solvent.
(7) Wipe cylinder bores out with a lint-free towel.
(8) Spray engine block with a 50:50 mixture of build-up oil and degreasing solvent.
(9) Allow the block to cool to room temperature before honing the block.
If Using the Ultrasonic Cleaner Parts Washer:
(1) Based on bath volume, use solution 7 at a ratio of 132.5 mL (4.48 oz) per 3.785 L (1 gal) of water plus solution B at a ratio
of 11 mL (0.38 oz) per 3.785 L (1 gal) of water. As an alternative, a 50/50 Brulin US Solution of 815 GD and 815 QR-NF may
be utilized in a 12.5 % concentration.
(2) Use only fresh tap water in the bath.
(3) Control the solution-in-water temperature at 65 °C 6 5 °C.
(4) Prior to installing the engine in the parts washer, ensure that all coolant passages are blocked off to prevent cleaning
solutions from entering the passages.
(5) Run the block through the cleaning cycle for a period of 60 min.
(6) After the cycle has completed, immediately remove the block from the washer and thoroughly spray clean the block with
hot water.
(7) Replace the mixture of the two solutions-in-water with a new mixture at least after every 25 h of use.
TABLE 1 Master Bore Sizes
For 0.125 mm piston 90.345 mm
For 0.25 mm piston 90.470 mm
For 0.375 mm piston 90.595 mm
For 0.50 mm piston 90.700 mm
The sole source of supply of the soap (NAT-50 or PDN-50) known to the committee at this time is Better Engineering Manufacturing, 8361 Town Court, Baltimore,
MD 21236.
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.
D8256 − 23
(8) Spray engine block with a 50:50 mixture of EF-411 and degreasing solvent.
(9) Allow the block to cool to room temperature before honing the block.
14,13
7.5.7 Cylinder Hone—Use a Sunnen CV-616 for cylinder bore resizing and finishing.
7.5.8 Connecting Rod Heater—The piston pins are fixed to the connecting rods with an interference fit. A connecting rod
15,13
heater is required to facilitate installation of the piston pins and prevent piston distortion.
7.6 Miscellaneous Engine Components—Preparation:
7.6.1 Engine Build-Up and Measurement Area-Environment—The ambient atmosphere of the engine buildup and measurement
areas shall be reasonably free of contaminants. A relatively constant temperature (within 63 °C) is necessary to ensure acceptable
repeatability in the measurement of parts dimensions. To prevent moisture forming on cold engine parts that are brought into the
buildup or measurement areas, maintain the relative humidity at a nominal maximum of 50 %.
7.6.2 Intake Manifold and Throttle Body:
7.6.2.1 Block coolant bypass port in intake manifold by tapping the hole and installing a ⁄2 in. NPT pipe plug. Replace the idle
air bypass motor with the idle load control system. A schematic of the system is shown in Fig. A7.12. Block off the EGR port on
the back of the throttle body plenum (block off plate shown in Fig. A7.13) drill and tap the block off plate and install fitting for
MAP port.
7.6.2.2 Clean the butterfly and bore of the throttle body with solvent (7.7.1) and air-dry before each test. Do not disassemble the
throttle body as this will cause excessive wear on the components.
7.6.2.3 There is no specific life for the throttle body. However, the clearance between the bore and the butterfly will eventually
increase and render the body unserviceable. When the clearance becomes too great to allow control of speed, torque, and air-fuel
ratio during Stage III, discard the throttle body.
7.6.3 Rocker Arm Cover:
7.6.3.1 Before each test, inspect the coolant jacket. If a deposit or film is present, then clean the RAC coolant jacket with a
commercially available de-scaling cleaner, neutralizer, and inhibitor (8.4.4.1). An example of an acceptable cleaner is detailed in
7.7.3.
7.6.3.2 Submerge the RAC in agitated organic solvent (see 7.7.2) until clean (approximately 1 h). Rinse the parts thoroughly with
hot water (> 60 °C). Rinse the RAC with degreasing solvent (7.7.1) and allow to air-dry. Inspect the appearance of the inside of
the RAC. If the before test rating is less than ten on the ASTM varnish rating scale (ASTM Deposit Rating Manual 20), polish
the RAC with Green Scotch Brite General Purpose Hand Pad #96 to achieve a dull finish. Rinse with degreasing solvent (7.7.1)
and allow to air-dry before use.
7.6.4 Camshaft Baffle—Submerge the camshaft baffles in agitated organic solvent (see 7.7.2) until clean (approximately 1 h). Rinse
the parts thoroughly with hot water (> 60 °C). Rinse the camshaft baffles with degreasing solvent (7.7.1) and allow to air-dry.
Inspect the appearance of the top surface of the camshaft baffle. If the before test rating is less than ten on the ASTM varnish rating
scale (ASTM Deposit Rating Manual 20), polish the camshaft baffle with Scotch Brite General Purpose Hand Pad #96 to achieve
a dull finish. Rinse with degreasing solvent (7.7.1) and allow to air-dry before use.
7.6.5 Oil Pan—Submerge the oil pan in agitated organic solvent (see 7.7.2) until clean (approximately 1 h). Rinse the part
thoroughly with hot water (> 60 °C). Rinse the oil pan with degreasing solvent (7.7.1) and allow to air-dry.
7.6.6 Oil Pan Baffle—Submerge the oil pan baffle in agitated organic solvent (see 7.7.2) until clean (approximately 1 h). Rinse the
part thoroughly with hot water (> 60 °C). Rinse the oil pan baffle with degreasing solvent (7.7.1) and allow to air-dry.
7.6.7 PCV Valve—Measure and record the flow rates of the PCV valve with the calibrated flow device described in 7.5.3 and Fig.
The sole source of supply of the Sunnen CV-616 honing machine known to the committee at this time is Sunnen Inc., 7910 Manchester, St. Louis, MO 63143.
The sole source of supply of the connecting rod heater (Sunnen Model CRH-50) and pin installation tool known to the committee at this time is Sunnen, Inc., 7910
Manchester, St. Louis, MO 63143.
Scotch Brite is a trademark of 3M Corporate Headquarters, 3M Center, St. Paul, MN 55144-1000.
D8256 − 23
A7.10. Measure the flow rate at 25 kPa and 60 kPa vacuum. Because of the hysteresis in the PCV valve spring, make the vacuum
adjustments in one direction only. Measure the flow rate twice and average the readings. Reject any PCV valve that does not exhibit
an average flow rate of 90 L ⁄min to 140 L ⁄min at 25 kPa and 30 L ⁄min to 50 L ⁄min at 60 kPa.
7.6.8 Water Pump Drive System—Use only the pulleys needed to drive the water pump, crankshaft pulley, water pump, grooved
idler and tensioner (see Table A8.1), and a five or six groove belt, 956 mm in length to ensure that the water pump rotates at the
proper speed and direction.
7.6.9 Front Cover—Modify front cover to facilitate installation of tensioner, idler, and water pump drive belt. Since the belt is
routed differently from the stock location some bolt bosses may need to be altered to clear the shorter belt and the tensioner. These
bolt bosses are used to attach the front end accessory drive components that are not used for this test.
7.6.10 Oil Separators—Use a specified oil separator obtained from the supplier in A12.6 parts list. Clean the interior with
degreasing solvent (7.7.1) and allow to air-dry prior to each test.
7.6.11 Timing Chain Cover—Submerge the timing chain cover in agitated organic solvent (see 7.7.2) until clean (approximately
1 h). Rinse the part thoroughly with hot water (> 60 °C). Clean with degreasing solvent (7.7.1) and allow to air-dry.
7.7 Solvents and Cleaners Required—No substitutions for 7.7.1 – 7.7.6 are allowed. (Warning—Use adequate safety provisions
with all solvents and cleaners. See Annex A5.)
7.7.1 Solvent—Use only mineral spirits meeting the requirements of Specification D235, Type II, Class C for Aromatic Content
0 % to 2 % by volume, Flash Point (61 °C, min) and Color (not darker than +25 on Saybolt Scale or 25 on Pt-Co Scale).
(Warning—Combustible. Health hazard.) Obtain a Certificate of Analysis for each batch of solvent from the supplier.
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7.7.2 Organic Solvent, Penmul L460. (Warning—Combustible. Health hazard.)
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7.7.3 Dearsol 134 Acidic Cleaner, with Inhibitor,RAC cooling jacket internal cleaner. (Warning—Combustible. Health
hazard.)
7.7.4 Cooling System Cleaner, Dupont or equivalent, for cleaning cooling system components external to the engine.
(Warning—Caustic. Health hazard.)
7.7.5 Parts Cleaning Soap, NAT-50 or PDN-50 have been found to be acceptable. (Warning—Health hazard.)
7.7.6 Ultrasonic Cleaner, Tierra Tech ultrasonic solution 7 and B available from supplier shown in X2.1.12 or a 50/50 Brulin US
Solution of 815 GD and 815 QR-NF in a 12.5 % concentration.
7.7.6.1 Steel and cast iron parts may be cleaned using the ultrasonic cleaner without restrictions. Aluminum parts may only be
cleaned for 30 min or less. The engine front cover may not be cleaned using the ultrasonic cleaner.
7.8 Assembling the Test Engine—Preparations—Use the test engine parts obtained from the supplier in 7.1. Assemble the engine
according to the 2011 Crown Victoria Workshop Manual for long block assembly through the intake elbow. Throttle body, fresh
air tube, airbox and water pump are a combination of 2011 and 2004 components.
7.8.1 Parts Selection—Instructions concerning the use of new or used parts are detailed in 7.1.1, 7.2, and 7.3.
7.8.2 Sealing Compounds—Use a silicon-based sealer as needed between the rear seal housing-cylinder block, the cylinder
block-cylinder head-front cover interfaces, cylinder head-front cover-rocker cover interfaces, and cylinder block-front cover-oil
pan interfaces.
7.8.2.1 Use silicon-based sealer sparingly since it can elevate the indicated silicon content of the used oil.
NOTE 1—Non-silicon liquid or tape thread sealers can be used on bolts and plugs.
The sole source of supply of Penmul L460 known to the committee at this time is Penetone Corp., 8201 4th Street, Unit G, Downey, CA. 90241.
The sole source of supply of Dearsol 134 Acidic Cleaner known to the committee at this time is Dearborn Div., subsidiary of W. R. Grace and Co., 300 Genesee St.,
Lake Zurich, IL 60047.
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7.8.3 Gaskets and Seals—Install new gaskets and seals during engine assembly.
7.8.4 Block Preparations—Inspect block, including oil galleries for debris and rust. Remove any debris or rust that is found.
Remove oil gallery plugs. Removal of coolant jacket plugs is left to the discretion of the laboratory. Enlarge the chamfers around
the top of the cylinder bore. Spray the block with degreasing solvent (see 7.7.1). Spray block with a 50/50 mixture of degreasing
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solvent (see 7.7.1) and EF-411. Install the stress plates with cylinder head fasteners and torque to 37 N·m to 43 N·m with an
additional 180° in two 90° rotation increments. Head bolts may be used for a maximum of five times. Install the main bearing caps
and torque to 40 N·m, with an additional 90° rotation. Install the jackscrews and torque to 8 N·m to 11 N·m.
7.8.4.1 Honing:
(1) Install the block in the honing machine. Use a Sunnen CV-616 honing machine to hone the block. Install the block with
the right cylinder bank on the outside and the front of the block to the right. Verify the honing oil has been changed within the
past 15 h, and change if necessary.
(2) Set the honing machine to flow Sunnen LP8X fluid at a nominal rate of 7 L/min. Set the feed rate to 4 with 57 strokes per
minute and spindle speed of 170 r/min. Set the stroke for 133.35 mm and lower the block for 10 mm over stroke.
(3) Install EHU512 stones. Typical pressures of 25 to 40 units have found to be acceptable. Hone the right bank in the following
order, cylinder 1, 3, 4 and 2. Hone the left bank in the following order, Cylinder 7, 5, 8 and 6. Following this order will minimize
the possibility of overheating one area of the block. The block may be rotated in the honing machine and does not have to be
removed to hone the other bank.
(4) Install JHU725 stones and hone for approximately five strokes at 20 to 25 units of pressure in the order described in step
(3).
(5) Install a plateau hone brush and hone at 25 to 30 units of pressure to obtain a surface finish of 8 μm to 13 μm. Typically
45 strokes have provided acceptable results.
(6) Measure the cylinder bore using a bore ladder shown in Fig. A7.28. Measure bore both longitudinally and transversely.
Determine the bore diameter for piston clearance purposes by adding the middle and bottom transverse bore measurements and
dividing by two. Measure the piston skirt 42 mm from the top of the piston. Subtract this value from the bore measurement and
verify that the piston-to-bore clearance is within 0.020 mm to 0.046 mm. Re-hone the block or choose a different diameter piston
to obtain this clearance.
(7) Determine bore taper by measuring the difference between top-to-bottom, top-to-middle and middle-to-bottom, trans-
versely. Record the maximum value of the readings Verify that the maximum taper does not exceed 0.006 mm. Determine
out-of-round by subtracting the difference between the transverse and longitudinal bore measurements at the top, middle and
bottom. Record the maximum value. Verify that the cylinder bore out-of-round does not exceed 0.020 mm.
7.8.4.2 Post-honing Cleaning:
(1) Remove the block from the honing machine. Remove the stress plates, jackscrews, main bearing bolts and caps. Remove
jackscrews from the main bearing caps.
(2) Clean with degreasing solvent (see 7.7.1).
(3) Place block in dishwasher type cleaning machine (see 7.5.6) and wash using soap (7.7.5) for 30 min at 60 °C.
(4) Spray block with 50/50 solution of EF-411 and degreasing solvent (see 7.7.1).
7.8.4.3 Crankshaft Installation:
(1) If the crankshaft has been used previously, soak the crankshaft in organic solvent (see 7.7.2) for a minimum of 24 h.
(2) Spray the crankshaft with degreasing solvent.
(3) Measure the main journals and verify that the diameters are 67.483 mm to 67.503 mm.
(4) Measure the connecting rods journals and verify that the diameters are 52.988 mm to 53.003 mm.
(5) Install the main bearings.
(6) Install the main bearing caps and torque to 40 N·m, with an additional 90° rotation.
(7) Install the jack screws and torque to 9 N·m to 11 N·m.
(8) Install the jack screw bolts and torque to 19 N·m to 23 N·m.
7.8.4.4 Piston Installation:
(1) Examine pistons for any staining, defects, damage, etc. Discard any pistons that are stained, damaged, or unusable.
(2) Install the piston on the connecting rod using Sunnen Model CRH-50 connecting rod heater. Orient the notch in the piston
facing forward and the bump in the connecting rod facing towards the rear of the engine. Refer to Fig. A7.11.
The sole source of supply of Mobil EF-411 oil known to the committee at this time is Mobil Oil Corp., 3225 Gallows, Fairfax, VA 22037.
D8256 − 23
7.8.5 Piston Rings:
7.8.5.1 Ring Gap Adjustment:
(1) Cut the top and second compression ring gaps as required to obtain the specified blowby flow rate, using the Sanford Piston
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Ring Grinder and record new ring gap(s) on any ring(s) adjusted. Enter the new dimension(s) on the Supplemental Operational
Data sheets. Typical forms for recording these dimensions are shown in Appendix X1. Second ring gap shall be between 0.045 mm
and 0.055 mm larger than the top ring gap.
7.8.5.2 Piston Ring Cutting Procedure:
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(1) Cut the ring to the required gap using the ring cutting burr rotated at a rated speed of 3450 r/min. Remove equal
amounts from both sides of the gap. Make final cuts on the down stroke only. The ring is cut with a maximum increment of 0.125
mm until the desired ring gap is achieved.
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(2) After the rings are cut remove the ring from the cutting tool, deburr using a Sunnen soft stone and wipe with a dry
towel.
7.8.5.3 Installation:
(1) Install the oil control rings and the compression rings on the pistons with the gaps located over the piston pin. Position the
gaps at approximately 180° intervals, with the top compression ring gap toward the rear. Install the rings using a ring spreader tool,
keeping the rings’ surfaces parallel to the ring groove in the piston.
(2) If any rings require replacement, then measure and record the new ring gap(s) and ring side clearance(s). Calculate ring
side clearance by determining the difference between the ring groove width and the associated ring width.
7.8.6 Cylinder Bore Measurements—Measure the cylinder 1 and 8 cylinder bores with the bearing caps in place. Clean the bores
with a dry rag. The bores shall be clean and dry when they are measured. Use a bore gauge micrometer to determine the diameter
of cylinder 1 and 8 at the top, middle and bottom of the second ring travel in the transverse direction.
7.9 Assembling the Test Engine—Installations—Assemble the engine according to the instructions in the service manual unless
specified herein.
7.9.1 Intake Manifold—Block the coolant bypass port in the intake manifold at the thermostat housing (7.6.2.1).
7.9.2 Piston Installation—Install pistons in proper cylinders, taking care to ensure rings are not damaged during installation. Wipe
the cylinders with EF-411. Install the pistons and connecting rods with the notches facing forward. Install the rod bearing caps and
torque to 40 N·m to 45 N·m with an additional 90° rotation.
7.9.3 Oil System Components—All oil s
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