D02.B0.02 - Heavy Duty Engine Oils

SIGNIFICANCE AND USE
5.1 The test method is designed to relate to high-speed, supercharged diesel engine operation and, in particular, to the deposit control characteristics and antiwear properties of diesel crankcase lubricating oils.  
5.2 The test method is useful for the evaluation of diesel engine oil quality and crankcase oil specification acceptance. This test method, along with others, defines the minimum performance level of the API categories CF and CF-2 (detailed information about passing limits for these categories is included in Specification D4485). It is also used in MIL-PRF-2104.  
5.3 The results are significant only when all details of the procedure are followed. The basic engine used in this test method has a precombustion chamber (as compared to direct injection) and is most useful in predicting performance of engines similarly equipped. This factor should be considered when extrapolating test results. It has been found useful in predicting results with high sulfur fuels (that is, greater than 0.5 % by mass) and with certain preemission controlled engines. It has also been found useful when correlated with deposit control in two-stroke cycle diesel engines.
SCOPE
1.1 This test method covers a four-stroke cycle diesel engine test procedure for evaluating engine oils for certain high-temperature performance characteristics, particularly ring sticking, ring and cylinder wear, and accumulation of piston deposits. Such oils include both single viscosity SAE grade and multiviscosity SAE grade oils used in diesel engines. It is commonly known as the 1M-PC test (PC for Pre-Chamber) and is used in several API oil categories, notably the CF and CF-2 and the military category described in MIL-PRF-2104 (see Note 1).
Note 1: Companion test methods used to evaluate other engine oil performance characteristics for API oil categories CF and CF-2 are discussed in SAE J304. The companion tests used by the military can be found in MIL-PRF-2104.  
1.2 The values stated in SI units are to be regarded as standard.  
1.2.1 Exception—The values in parentheses are provided for information only.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This test method is arranged as follows:    
TABLE OF CONTENTS  
Scope  
1  
Reference Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Test Engine  
6.1  
Engine Accessories  
6.2 – 6.14  
Engine Oil System  
6.15  
Cooling System  
6.16  
Fuel System  
6.17  
Intake Air System  
6.18  
Exhaust System  
6.19  
Blowby Meter  
6.20  
Thermocouples  
6.21  
Parts  
6.22  
Instrumentation  
6.23  
Crankcase Paint  
6.24  
Reagents and Materials  
7  
Fuel  
7.1  
Test Oil  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Safety  
8  
Preparation of Apparatus  
9  
Supplementary Service Information  
9.1  
General Engine Inspection  
9.2  
Intake Air System  
9.3  
Cooling System  
9.4  
Engine Cooling System Cleaning  
9.5  
Instrumentation Calibration Requirements  
9.6  
Engine Crankcase Cleaning  
9.7  
Additional Oil Filter  
9.8  
Flushing Procedure Components  
9.9  
Flushing Procedures  
9.10  
Piston Cleaning Preparation  
9.11  
Cylinder Head  
9.12  
Fuel Nozzle  
9.13  
Measurement  
9.14  
Procedure  
10  
Engine Break-in  
10.1  
Pre-Test Preparations  
10.2  
Warm-up Procedure  
10.3  
Operating Conditions  
10.4  
Periodic Measureme...

SIGNIFICANCE AND USE
5.1 This is an accelerated engine oil test, performed in a standardized, calibrated, stationary single-cylinder diesel engine that gives a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption. The test is used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category C oils (API 1509). The test method can also be used in diesel engine oil development.
SCOPE
1.1 This test method covers and is required to evaluate the performance of engine oils intended to satisfy certain American Petroleum Institute (API) C service categories (included in Specification D4485). It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine.4 Piston and ring groove deposit-forming tendency and oil consumption is measured. The piston, the rings, and the liner are also examined for distress and the rings for mobility.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions-Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Being an engine test method, this standard does have definite hazards that require safe practices (see Appendix X2 on Safety).  
1.4 The following is the Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus and Installation  
6  
Intake Air System  
6.2.1  
Exhaust System  
6.2.2  
Fuel System  
6.2.3  
Oil Consumption System  
6.2.4  
Engine Oil System  
6.2.5  
Oil Heating System  
6.2.5.1  
Oil Sample Valve  
6.2.5.2  
Engine Coolant System  
6.2.6  
Engine Instrumentation  
6.2.7  
Reagents and Materials  
7  
Oil Samples  
8  
Preparation of Apparatus  
9  
General Engine Assembly Practices  
9.1  
Complete Engine Inspection  
9.2  
Copper Components  
9.3  
Engine Lubricant System Flush  
9.4  
Engine Piston Cooling Jets  
9.5  
Engine Measurements and Inspections  
9.6  
Cylinder Head  
9.7  
Valve Guide Bushings  
9.8  
Fuel Injector  
9.9  
Piston and Rings  
9.10  
Cylinder Liner  
9.11  
Compression Ratio  
9.12  
Engine Timing  
9.13  
Engine Coolant System Cleaning Procedure  
9.14  
Calibration and Standardization  
10  
Test Cell Instrumentation  
10.1  
Instrumentation Standards  
10.2  
Coolant Flow  
10.3  
Re-calibration Requirements  
10.4  
Fuel Injectors  
10.5  
Air Flow  
10.6  
Intake Air Barrel  
10.7  
Fuel Filter  
10.8  
Oil Scale Flow Rates  
10.9  
Calibration of Test Stands  
10.10  
Extending Test Stand Calibration Period  
10.11  
Test Run Numbering  
10.13  
Humidity Calibration Requirements  
10.14  
Calibration of Piston Deposit Raters  
10.15  
Procedure  
11  
Engine Break-in Procedure  
11.1  
Cool-down Procedure  
11.2  
Warm-up Procedure  
11.3  
Shutdowns and Lost Time  
11.4  
Periodic Measurements  
11.5  
Engine Control Systems  
11.6  
Engine Coolant  
11.6.1  
Engine Fuel System  
11.6.2  
Engine Oil Temperature  
11.6.3  
Exhaust Pressure  
11.6.4  
Intake Air  
11.6.5  
Post-Test Procedures  
11.7  
Piston Ring Side Clearances  
11.7.1  
Piston Ratings  
11.7.2  
Referee Ratings  
11.7.3  
Ring End Gap...

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A1 – Annex A4).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception-Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
1.4 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
Pressure Testing of Fuel System Assembly  
9.5  
Calibration of Engine Test Stand  
10  
General Requirements and Frequency of Calibration  
10.1  
Runs  
10.2  
Specified Test Parameters  
10.3  
Calibration Test Acceptance Criteria  
10.4  
Action on Rejection of Calibration Test  
10.5  
Test Numbering  
10.6  
Reference Oils  
10.7  
Severity Adjustments  
10.8  
Engine Operating Procedure  
11  
...

SIGNIFICANCE AND USE
5.1 This test method is used to determine the ability of an engine crankcase oil to control wear that can develop in the field under low to moderate engine speeds and heavy engine torques. Side-by-side comparisons of two or more oils in delivery van fleets were used to demonstrate the field performance of various oils. The specific operating conditions of this test method were developed to provide correlation with the field performance of these oils.  
5.2 This test method, along with other test methods, defines the minimum performance level of the Category API CG-4 for heavy duty diesel engine lubricants. Passing limits for this category are included in Specification D4485.  
5.3 The design of the engine used in this test method is not representative of all modern diesel engines. Consider this factor, along with the specific operating conditions used to accelerate wear, when extrapolating test results.
SCOPE
1.1 This engine lubricant test method is commonly referred to as the Roller Follower Wear Test. Its primary result, roller follower shaft wear in the hydraulic valve lifter assembly, has been correlated with vehicles used in stop-and-go delivery service prior to 1993. It is one of the test methods required to evaluate lubricants intended to satisfy the API CG-4 performance category. This test has also been referred to as the 6.2 L Test.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent, such as pipe fittings, thermocouple diameters, and NPT screw threads. Also, roller follower wear is measured in mils.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Reagents  
7  
Guidelines on Substitution  
7.1  
Apparatus  
6  
Preparation of Apparatus  
8  
New Engine Preparation  
8.1  
Installation of Auxiliary Systems and
Miscellaneous Components  
8.2  
Test Procedure  
9  
Description of Test Segments and Organization
of Test Procedure Sections  
9.1  
Engine Parts Replacement  
9.2  
Engine Starting Procedure  
9.3  
Normal Engine Shutdown Procedure  
9.4  
Emergency Shutdown Procedure  
9.5  
Unscheduled Shutdown and Downtime  
9.6  
New Engine Break-In  
9.7  
Pretest Procedure  
9.8  
Fifty-Hour Steady State Test  
9.9  
Periodic Measurements  
9.10  
Oil Sampling and Oil Addition Procedures  
9.11  
End of Test (EOT) Procedure  
9.12  
Calculation and Interpretation of Test Results  
10  
Environment of Parts Measurement Area  
10.1  
Roller Follower Shaft Wear Measurements  
10.2  
Oil Analysis  
10.3  
Assessment of Test Validity  
10.4  
Final Test Report  
11  
Reporting Calibration Test Results  
11.1  
Report Forms  
11.2  
Interim Non-Valid Calibration Test Summary  
11.3  
Severity Adjustments  
11.4  
Precision and Bias  
12  
Precision  
12.1  
Precision Estimate  
12.2  
Bias  
12.3  
Keywords  
13  
ANNEXES    
Guidelines for Test Part Substitution or Modification  
Annex A1  
Guidelines for Units and Specification Formats  
Annex A2  
Detailed Specifications of Apparatus  
Annex A3  
Calibration  
Annex A4  
Final Report Forms  
Annex A5  
Illustrations  
Annex A6  
Kinematic Viscosity at 100°C Procedure for the
Roller Follower Wear Test  
Annex A7  
Enhanced Thermal Gravimetric Analysis (TGA)
Procedure for Soot Measurement  
Annex A8  
Sources of Mat...

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.  
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. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13....

SIGNIFICANCE AND USE
5.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.3
SCOPE
1.1 This test method covers testing diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.
SCOPE
1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.4  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 5.3.1, 6.5, 6.6, 6.7, 6.8, 6.9, 7.1.1, 7.1.2, and 7.1.5.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.3
SCOPE
1.1 This test method covers testing diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.3
SCOPE
1.1 This test method covers testing diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.
SCOPE
1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.4  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 5.3.1, 6.5, 6.6, 6.7, 6.8, 6.9, 7.1.1, 7.1.2, and 7.1.5.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.  
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. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13....

SIGNIFICANCE AND USE
4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.
SCOPE
1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.4  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 5.3.1, 6.6, 6.7, 6.8, 6.9, 6.10, 7.1.1, 7.1.2, 7.1.5, and 7.4.1.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.3
SCOPE
1.1 This test method covers testing diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A1 – Annex A4).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception-Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
1.4 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
Pressure Testing of Fuel System Assembly  
9.5  
Calibration of Engine Test Stand  
10  
General Requirements and Frequency of Calibration  
10.1  
Runs  
10.2  
Specified Test Parameters  
10.3  
Calibration Test Acceptance Criteria  
10.4  
Action on Rejection of Calibration Test  
10.5  
Test Numbering  
10.6  
Reference Oils  
10.7  
Severity Adjustments  
10.8  
Engine Operating Procedure  
11  
...

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A1 – Annex A4).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
1.4 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
Pressure Testing of Fuel System Assembly  
9.5  
Calibration of Engine Test Stand  
10  
General Requirements and Frequency of Calibration  
10.1  
Runs  
10.2  
Specified Test Parameters  
10.3  
Calibration Test Acceptance Criteria  
10.4  
Action on Rejection of Calibration Test  
10.5  
Test Numbering  
10.6  
Reference Oils  
10.7  
Severity Adjustments  
10.8  
Engine Operating Procedure  
11  
...

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A1 – Annex A4).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
1.4 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
Pressure Testing of Fuel System Assembly  
9.5  
Calibration of Engine Test Stand  
10  
General Requirements and Frequency of Calibration  
10.1  
Runs  
10.2  
Specified Test Parameters  
10.3  
Calibration Test Acceptance Criteria  
10.4  
Action on Rejection of Calibration Test  
10.5  
Test Numbering  
10.6  
Reference Oils  
10.7  
Severity Adjustments  
10.8  
Engine Operating Procedure  
11  
...

SIGNIFICANCE AND USE
4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.
SCOPE
1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.4  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 5.3.1, 6.6, 6.7, 6.8, 6.9, 6.10, 7.1.1, 7.1.2, 7.1.5, and 7.4.1.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A1 – Annex A4).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
1.4 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
Pressure Testing of Fuel System Assembly  
9.5  
Calibration of Engine Test Stand  
10  
General Requirements and Frequency of Calibration  
10.1  
Runs  
10.2  
Specified Test Parameters  
10.3  
Calibration Test Acceptance Criteria  
10.4  
Action on Rejection of Calibration Test  
10.5  
Test Numbering  
10.6  
Reference Oils  
10.7  
Severity Adjustments  
10.8  
Engine Operating Procedure  
11  
...

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13.2  
Keywords  ...

SIGNIFICANCE AND USE
5.1 This is an accelerated engine oil test, performed in a standardized, calibrated, stationary single-cylinder diesel engine that gives a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption. The test is used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category C oils (API 1509). The test method can also be used in diesel engine oil development.
SCOPE
1.1 This test method covers and is required to evaluate the performance of engine oils intended to satisfy certain American Petroleum Institute (API) C service categories (included in Specification D4485). It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine.4 Piston and ring groove deposit-forming tendency and oil consumption is measured. The piston, the rings, and the liner are also examined for distress and the rings for mobility.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Being an engine test method, this standard does have definite hazards that require safe practices (see Appendix X2 on Safety).  
1.4 The following is the Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus and Installation  
6  
Intake Air System  
6.2.1  
Exhaust System  
6.2.2  
Fuel System  
6.2.3  
Oil Consumption System  
6.2.4  
Engine Oil System  
6.2.5  
Oil Heating System  
6.2.5.1  
Oil Sample Valve  
6.2.5.2  
Engine Coolant System  
6.2.6  
Engine Instrumentation  
6.2.7  
Reagents and Materials  
7  
Oil Samples  
8  
Preparation of Apparatus  
9  
General Engine Assembly Practices  
9.1  
Complete Engine Inspection  
9.2  
Copper Components  
9.3  
Engine Lubricant System Flush  
9.4  
Engine Piston Cooling Jets  
9.5  
Engine Measurements and Inspections  
9.6  
Cylinder Head  
9.7  
Valve Guide Bushings  
9.8  
Fuel Injector  
9.9  
Piston and Rings  
9.10  
Cylinder Liner  
9.11  
Compression Ratio  
9.12  
Engine Timing  
9.13  
Engine Coolant System Cleaning Procedure  
9.14  
Calibration and Standardization  
10  
Test Cell Instrumentation  
10.1  
Instrumentation Standards  
10.2  
Coolant Flow  
10.3  
Re-calibration Requirements  
10.4  
Fuel Injectors  
10.5  
Air Flow  
10.6  
Intake Air Barrel  
10.7  
Fuel Filter  
10.8  
Oil Scale Flow Rates  
10.9  
Calibration of Test Stands  
10.10  
Extending Test Stand Calibration Period  
10.11  
Test Run Numbering  
10.13  
Humidity Calibration Requirements  
10.14  
Calibration of Piston Deposit Raters  
10.15  
Procedure  
11  
Engine Break-in Procedure  
11.1  
Cool-down Procedure  
11.2  
Warm-up Procedure  
11.3  
Shutdowns and Lost Time  
11.4  
Periodic Measurements  
11.5  
Engine Control Systems  
11.6  
Engine Coolant  
11.6.1  
Engine Fuel System  
11.6.2  
Engine Oil Temperature  
11.6.3  
Exhaust Pressure  
11.6.4  
Intake Air  
11.6.5  
Post-Test Procedures  
11.7  
Piston Ring Side Clearances  
11.7.1  
Piston Ratings  
11.7.2  
Referee Ratings  
11.7.3  
Ring End Gap Increase  
11....

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A1 – Annex A4).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements appear throughout the text. Being engine tests, these test methods do have definite hazards that shall be met by safe practices (see Annex A19 on Safety Precautions).  
1.5 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9....

SIGNIFICANCE AND USE
5.1 The test method is designed to relate to high-speed, supercharged diesel engine operation and, in particular, to the deposit control characteristics and antiwear properties of diesel crankcase lubricating oils.  
5.2 The test method is useful for the evaluation of diesel engine oil quality and crankcase oil specification acceptance. This test method, along with others, defines the minimum performance level of the API categories CF and CF-2 (detailed information about passing limits for these categories is included in Specification D4485). It is also used in MIL-PRF-2104.  
5.3 The results are significant only when all details of the procedure are followed. The basic engine used in this test method has a precombustion chamber (as compared to direct injection) and is most useful in predicting performance of engines similarly equipped. This factor should be considered when extrapolating test results. It has been found useful in predicting results with high sulfur fuels (that is, greater than 0.5 % by mass) and with certain preemission controlled engines. It has also been found useful when correlated with deposit control in two-stroke cycle diesel engines.
SCOPE
1.1 This test method covers a four-stroke cycle diesel engine test procedure for evaluating engine oils for certain high-temperature performance characteristics, particularly ring sticking, ring and cylinder wear, and accumulation of piston deposits. Such oils include both single viscosity SAE grade and multiviscosity SAE grade oils used in diesel engines. It is commonly known as the 1M-PC test (PC for Pre-Chamber) and is used in several API oil categories, notably the CF and CF-2 and the military category described in MIL-PRF-2104 (see Note 1).
Note 1: Companion test methods used to evaluate other engine oil performance characteristics for API oil categories CF and CF-2 are discussed in SAE J304. The companion tests used by the military can be found in MIL-PRF-2104.  
1.2 The values stated in SI units are to be regarded as standard.  
1.2.1 Exception—The values in parentheses are provided for information only.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.  
1.4 This test method is arranged as follows:    
TABLE OF CONTENTS  
Scope  
1  
Reference Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Test Engine  
6.1  
Engine Accessories  
6.2 – 6.14  
Engine Oil System  
6.15  
Cooling System  
6.16  
Fuel System  
6.17  
Intake Air System  
6.18  
Exhaust System  
6.19  
Blowby Meter  
6.20  
Thermocouples  
6.21  
Parts  
6.22  
Instrumentation  
6.23  
Crankcase Paint  
6.24  
Reagents and Materials  
7  
Fuel  
7.1  
Test Oil  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Safety  
8  
Preparation of Apparatus  
9  
Supplementary Service Information  
9.1  
General Engine Inspection  
9.2  
Intake Air System  
9.3  
Cooling System  
9.4  
Engine Cooling System Cleaning  
9.5  
Instrumentation Calibration Requirements  
9.6  
Engine Crankcase Cleaning  
9.7  
Additional Oil Filter  
9.8  
Flushing Procedure Components  
9.9  
Flushing Procedures  
9.10  
Piston Cleaning Preparation  
9.11  
Cylinder Head  
9.12  
Fuel Nozzle  
9.13  
Measurement  
9.14  
Procedure  
10  
Engine Break-in  
10.1  
Pre-Test Preparations  
10.2  
Warm-up Procedure  
10.3  
Operating Conditions  
10.4  
Periodic Measurements  
10.5  
...

SIGNIFICANCE AND USE
5.1 This is an accelerated engine oil test, performed in a standardized, calibrated, stationary single-cylinder diesel engine that gives a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption. The test is used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category C oils (API 1509). The test method can also be used in diesel engine oil development.
SCOPE
1.1 This test method covers and is required to evaluate the performance of engine oils intended to satisfy certain American Petroleum Institute (API) C service categories (included in Specification D4485). It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine.4 Piston and ring groove deposit-forming tendency and oil consumption is measured. The piston, the rings, and the liner are also examined for distress and the rings for mobility.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Being an engine test method, this standard does have definite hazards that require safe practices (see Appendix X2 on Safety).  
1.4 The following is the Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus and Installation  
6  
Intake Air System  
6.2.1  
Exhaust System  
6.2.2  
Fuel System  
6.2.3  
Oil Consumption System  
6.2.4  
Engine Oil System  
6.2.5  
Oil Heating System  
6.2.5.1  
Oil Sample Valve  
6.2.5.2  
Engine Coolant System  
6.2.6  
Engine Instrumentation  
6.2.7  
Reagents and Materials  
7  
Oil Samples  
8  
Preparation of Apparatus  
9  
General Engine Assembly Practices  
9.1  
Complete Engine Inspection  
9.2  
Copper Components  
9.3  
Engine Lubricant System Flush  
9.4  
Engine Piston Cooling Jets  
9.5  
Engine Measurements and Inspections  
9.6  
Cylinder Head  
9.7  
Valve Guide Bushings  
9.8  
Fuel Injector  
9.9  
Piston and Rings  
9.10  
Cylinder Liner  
9.11  
Compression Ratio  
9.12  
Engine Timing  
9.13  
Engine Coolant System Cleaning Procedure  
9.14  
Calibration and Standardization  
10  
Test Cell Instrumentation  
10.1  
Instrumentation Standards  
10.2  
Coolant Flow  
10.3  
Re-calibration Requirements  
10.4  
Fuel Injectors  
10.5  
Air Flow  
10.6  
Intake Air Barrel  
10.7  
Fuel Filter  
10.8  
Oil Scale Flow Rates  
10.9  
Calibration of Test Stands  
10.10  
Extending Test Stand Calibration Period  
10.11  
Test Run Numbering  
10.13  
Humidity Calibration Requirements  
10.14  
Calibration of Piston Deposit Raters  
10.15  
Procedure  
11  
Engine Break-in Procedure  
11.1  
Cool-down Procedure  
11.2  
Warm-up Procedure  
11.3  
Shutdowns and Lost Time  
11.4  
Periodic Measurements  
11.5  
Engine Control Systems  
11.6  
Engine Coolant  
11.6.1  
Engine Fuel System  
11.6.2  
Engine Oil Temperature  
11.6.3  
Exhaust Pressure  
11.6.4  
Intake Air  
11.6.5  
Post-Test Procedures  
11.7  
Piston Ring Side Clearances  
11.7.1  
Piston Ratings  
11.7.2  
Referee Ratings  
11.7.3  
Ring End Gap Increase  
11....

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13.2  
Keywords  ...

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A15).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements appear throughout the text. Being engine tests, these test methods do have definite hazards that shall be met by safe practices (see Annex A16 on Safety Precautions).  
1.5 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
  
...

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13.2  
Keywords  ...

SIGNIFICANCE AND USE
5.1 This is an accelerated engine oil test, performed in a standardized, calibrated, stationary single-cylinder diesel engine that gives a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption. The test is used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category C oils (API 1509). The test method can also be used in diesel engine oil development.
SCOPE
1.1 This test method covers and is required to evaluate the performance of engine oils intended to satisfy certain American Petroleum Institute (API) C service categories (included in Specification D4485). It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine.4 Piston and ring groove deposit-forming tendency and oil consumption is measured. The piston, the rings, and the liner are also examined for distress and the rings for mobility.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Being an engine test method, this standard does have definite hazards that require safe practices (see Appendix X2 on Safety).  
1.4 The following is the Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus and Installation  
6  
Intake Air System  
6.2.1  
Exhaust System  
6.2.2  
Fuel System  
6.2.3  
Oil Consumption System  
6.2.4  
Engine Oil System  
6.2.5  
Oil Heating System  
6.2.5.1  
Oil Sample Valve  
6.2.5.2  
Engine Coolant System  
6.2.6  
Engine Instrumentation  
6.2.7  
Reagents and Materials  
7  
Oil Samples  
8  
Preparation of Apparatus  
9  
General Engine Assembly Practices  
9.1  
Complete Engine Inspection  
9.2  
Copper Components  
9.3  
Engine Lubricant System Flush  
9.4  
Engine Piston Cooling Jets  
9.5  
Engine Measurements and Inspections  
9.6  
Cylinder Head  
9.7  
Valve Guide Bushings  
9.8  
Fuel Injector  
9.9  
Piston and Rings  
9.10  
Cylinder Liner  
9.11  
Compression Ratio  
9.12  
Engine Timing  
9.13  
Engine Coolant System Cleaning Procedure  
9.14  
Calibration and Standardization  
10  
Test Cell Instrumentation  
10.1  
Instrumentation Standards  
10.2  
Coolant Flow  
10.3  
Re-calibration Requirements  
10.4  
Fuel Injectors  
10.5  
Air Flow  
10.6  
Intake Air Barrel  
10.7  
Fuel Filter  
10.8  
Oil Scale Flow Rates  
10.9  
Calibration of Test Stands  
10.10  
Extending Test Stand Calibration Period  
10.11  
Test Run Numbering  
10.13  
Humidity Calibration Requirements  
10.14  
Calibration of Piston Deposit Raters  
10.15  
Procedure  
11  
Engine Break-in Procedure  
11.1  
Cool-down Procedure  
11.2  
Warm-up Procedure  
11.3  
Shutdowns and Lost Time  
11.4  
Periodic Measurements  
11.5  
Engine Control Systems  
11.6  
Engine Coolant  
11.6.1  
Engine Fuel System  
11.6.2  
Engine Oil Temperature  
11.6.3  
Exhaust Pressure  
11.6.4  
Intake Air  
11.6.5  
Post-Test Procedures  
11.7  
Piston Ring Side Clearances  
11.7.1  
Piston Ratings  
11.7.2  
Referee Ratings  
11.7.3  
Ring End Gap Increase  
11....

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A15).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements appear throughout the text. Being engine tests, these test methods do have definite hazards that shall be met by safe practices (see Annex A16 on Safety Precautions).  
1.5 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
  
...

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13.2  
Keywords  ...

SIGNIFICANCE AND USE
5.1 The test method is designed to relate to high-speed, supercharged diesel engine operation and, in particular, to the deposit control characteristics and antiwear properties of diesel crankcase lubricating oils.  
5.2 The test method is useful for the evaluation of diesel engine oil quality and crankcase oil specification acceptance. This test method, along with others, defines the minimum performance level of the API categories CF and CF-2 (detailed information about passing limits for these categories is included in Specification D4485). It is also used in MIL-PRF-2104.  
5.3 The results are significant only when all details of the procedure are followed. The basic engine used in this test method has a precombustion chamber (as compared to direct injection) and is most useful in predicting performance of engines similarly equipped. This factor should be considered when extrapolating test results. It has been found useful in predicting results with high sulfur fuels (that is, greater than 0.5 wt %) and with certain preemission controlled engines. It has also been found useful when correlated with deposit control in two-stroke cycle diesel engines.
SCOPE
1.1 This test method covers a four-stroke cycle diesel engine test procedure for evaluating engine oils for certain high-temperature performance characteristics, particularly ring sticking, ring and cylinder wear, and accumulation of piston deposits. Such oils include both single viscosity SAE grade and multiviscosity SAE grade oils used in diesel engines. It is commonly known as the 1M-PC test (PC for Pre-Chamber) and is used in several API oil categories, notably the CF and CF-2 and the military category described in MIL-PRF-2104 (see Note 1).Note 1—Companion test methods used to evaluate other engine oil performance characteristics for API oil categories CF and CF-2 are discussed in SAE J304. The companion tests used by the military can be found in MIL-PRF-2104.  
1.2 The values stated in SI units are to be regarded as standard. The values in parentheses are provided for information only.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.  
1.4 This test method is arranged as follows:    
TABLE OF CONTENTS  
Scope  
1  
Reference Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Test Engine  
6.1  
Engine Accessories  
6.2 – 6.14  
Engine Oil System  
6.15  
Cooling System  
6.16  
Fuel System  
6.17  
Intake Air System  
6.18  
Exhaust System  
6.19  
Blowby Meter  
6.20  
Thermocouples  
6.21  
Parts  
6.22  
Instrumentation  
6.23  
Crankcase Paint  
6.24  
Reagents and Materials  
7  
Fuel  
7.1  
Test Oil  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Safety  
8  
Preparation of Apparatus  
9  
Supplementary Service Information  
9.1  
General Engine Inspection  
9.2  
Intake Air System  
9.3  
Cooling System  
9.4  
Engine Cooling System Cleaning  
9.5  
Instrumentation Calibration Requirements  
9.6  
Engine Crankcase Cleaning  
9.7  
Additional Oil Filter  
9.8  
Flushing Procedure Components  
9.9  
Flushing Procedures  
9.10  
Piston Cleaning Preparation  
9.11  
Cylinder Head  
9.12  
Fuel Nozzle  
9.13  
Measurement  
9.14  
Procedure  
10  
Engine Break-in  
10.1  
Pre-Test Preparations  
10.2  
Warm-up Procedure  
10.3  
Operating Conditions  
10.4  
Periodic Measurements  
10.5  
Engine Oil Level  
10.6...

SIGNIFICANCE AND USE
5.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.3
SCOPE
1.1 This test method covers testing diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.
SCOPE
1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.4  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 5.3.1, 6.6, 6.7, 6.8, 6.9, 6.10, 7.1.1, 7.1.2, 7.1.5, and 7.4.1.

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A15).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements appear throughout the text. Being engine tests, these test methods do have definite hazards that shall be met by safe practices (see Annex A16 on Safety Precautions).  
1.5 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
  
...

SIGNIFICANCE AND USE
5.1 This is an accelerated engine oil test, performed in a standardized, calibrated, stationary single-cylinder diesel engine that gives a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption. The test is used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category C oils (API 1509). The test method can also be used in diesel engine oil development.
SCOPE
1.1 This test method covers and is required to evaluate the performance of engine oils intended to satisfy certain American Petroleum Institute (API) C service categories (included in Specification D4485). It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine.4 Piston and ring groove deposit-forming tendency and oil consumption is measured. The piston, the rings, and the liner are also examined for distress and the rings for mobility.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Being an engine test method, this standard does have definite hazards that require safe practices (see Appendix X2 on Safety).  
1.4 The following is the Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus and Installation  
6  
Intake Air System  
6.2.1  
Exhaust System  
6.2.2  
Fuel System  
6.2.3  
Oil Consumption System  
6.2.4  
Engine Oil System  
6.2.5  
Oil Heating System  
6.2.5.1  
Oil Sample Valve  
6.2.5.2  
Engine Coolant System  
6.2.6  
Engine Instrumentation  
6.2.7  
Reagents and Materials  
7  
Oil Samples  
8  
Preparation of Apparatus  
9  
General Engine Assembly Practices  
9.1  
Complete Engine Inspection  
9.2  
Copper Components  
9.3  
Engine Lubricant System Flush  
9.4  
Engine Piston Cooling Jets  
9.5  
Engine Measurements and Inspections  
9.6  
Cylinder Head  
9.7  
Valve Guide Bushings  
9.8  
Fuel Injector  
9.9  
Piston and Rings  
9.10  
Cylinder Liner  
9.11  
Compression Ratio  
9.12  
Engine Timing  
9.13  
Engine Coolant System Cleaning Procedure  
9.14  
Calibration and Standardization  
10  
Test Cell Instrumentation  
10.1  
Instrumentation Standards  
10.2  
Coolant Flow  
10.3  
Re-calibration Requirements  
10.4  
Fuel Injectors  
10.5  
Air Flow  
10.6  
Intake Air Barrel  
10.7  
Fuel Filter  
10.8  
Oil Scale Flow Rates  
10.9  
Calibration of Test Stands  
10.10  
Extending Test Stand Calibration Period  
10.11  
Test Run Numbering  
10.13  
Humidity Calibration Requirements  
10.14  
Calibration of Piston Deposit Raters  
10.15  
Procedure  
11  
Engine Break-in Procedure  
11.1  
Cool-down Procedure  
11.2  
Warm-up Procedure  
11.3  
Shutdowns and Lost Time  
11.4  
Periodic Measurements  
11.5  
Engine Control Systems  
11.6  
Engine Coolant  
11.6.1  
Engine Fuel System  
11.6.2  
Engine Oil Temperature  
11.6.3  
Exhaust Pressure  
11.6.4  
Intake Air  
11.6.5  
Post-Test Procedures  
11.7  
Piston Ring Side Clearances  
11.7.1  
Piston Ratings  
11.7.2  
Referee Ratings  
11.7.3  
Ring End Gap Increase  
11...

SIGNIFICANCE AND USE
4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.
SCOPE
1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.4  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 5.3.1, 6.6, 6.7, 6.8, 6.9, 6.10, 6.11, 7.1.1, 7.1.2, 7.1.5, and 7.4.1.

SIGNIFICANCE AND USE
5.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.3
SCOPE
1.1 This test method covers testing diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
5.1 These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.  
5.2 The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.9  
5.3 The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.9  
5.4 These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).  
5.5 These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure.3 The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.  
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures,3 also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A15).  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements appear throughout the text. Being engine tests, these test methods do have definite hazards that shall be met by safe practices (see Annex A16 on Safety Precautions).  
1.5 The following is the Table of Contents:    
Section  
Introduction  
Scope  
1  
Referenced documents  
2  
Terminology  
3  
Summary of Test Methods  
4  
Significance and Use  
5  
Apparatus  
6  
General Laboratory Requirements  
6.1  
Test Engine  
6.2  
Test Engine Accessories and Parts  
6.3  
Reagents and Materials  
7  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Engine Inspection  
9.1  
Engine Pre-Test Lubrication System Flush  
9.2  
Engine Pre-Test Measurements and Inspections  
9.3  
Engine Assembly  
9.4  
  
...

SIGNIFICANCE AND USE
5.1 This test method is used to determine the ability of an engine crankcase oil to control wear that can develop in the field under low to moderate engine speeds and heavy engine torques. Side-by-side comparisons of two or more oils in delivery van fleets were used to demonstrate the field performance of various oils. The specific operating conditions of this test method were developed to provide correlation with the field performance of these oils.  
5.2 This test method, along with other test methods, defines the minimum performance level of the Category API CG-4 for heavy duty diesel engine lubricants. Passing limits for this category are included in Specification D4485.  
5.3 The design of the engine used in this test method is not representative of all modern diesel engines. Consider this factor, along with the specific operating conditions used to accelerate wear, when extrapolating test results.
SCOPE
1.1 This engine lubricant test method is commonly referred to as the Roller Follower Wear Test. Its primary result, roller follower shaft wear in the hydraulic valve lifter assembly, has been correlated with vehicles used in stop-and-go delivery service prior to 1993. It is one of the test methods required to evaluate lubricants intended to satisfy the API CG-4 performance category. This test has also been referred to as the 6.2 L Test.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent, such as pipe fittings, thermocouple diameters, and NPT screw threads. Also, roller follower wear is measured in mils.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.  
1.4 Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Reagents  
7  
Guidelines on Substitution  
7.1  
Apparatus  
6  
Preparation of Apparatus  
8  
New Engine Preparation  
8.1  
Installation of Auxiliary Systems and
Miscellaneous Components  
8.2  
Test Procedure  
9  
Description of Test Segments and Organization
of Test Procedure Sections  
9.1  
Engine Parts Replacement  
9.2  
Engine Starting Procedure  
9.3  
Normal Engine Shutdown Procedure  
9.4  
Emergency Shutdown Procedure  
9.5  
Unscheduled Shutdown and Downtime  
9.6  
New Engine Break-In  
9.7  
Pretest Procedure  
9.8  
Fifty-Hour Steady State Test  
9.9  
Periodic Measurements  
9.10  
Oil Sampling and Oil Addition Procedures  
9.11  
End of Test (EOT) Procedure  
9.12  
Calculation and Interpretation of Test Results  
10  
Environment of Parts Measurement Area  
10.1  
Roller Follower Shaft Wear Measurements  
10.2  
Oil Analysis  
10.3  
Assessment of Test Validity  
10.4  
Final Test Report  
11  
Reporting Calibration Test Results  
11.1  
Report Forms  
11.2  
Interim Non-Valid Calibration Test Summary  
11.3  
Severity Adjustments  
11.4  
Precision and Bias  
12  
Precision  
12.1  
Precision Estimate  
12.2  
Bias  
12.3  
Keywords  
13  
ANNEXES    
Guidelines for Test Part Substitution or Modification  
Annex A1  
Guidelines for Units and Specification Formats  
Annex A2  
Detailed Specifications of Apparatus  
Annex A3  
Calibration  
Annex A4  
Final Report Forms  
Annex A5  
Illustrations  
Annex A6  
Kinematic Viscosity at 100°C Procedure for the
Roller Follower Wear Test  
Annex A7  
Enhanced Thermal Gravimetric Analysis (TGA)
Procedure for Soot Measurement  
Annex A8  
Sources of Materials and Infor...

SIGNIFICANCE AND USE
5.1 This is an accelerated engine oil test, performed in a standardized, calibrated, stationary single-cylinder diesel engine that gives a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption. The test is used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category C oils (API 1509). The test method can also be used in diesel engine oil development.
SCOPE
1.1 This test method covers and is required to evaluate the performance of engine oils intended to satisfy certain American Petroleum Institute (API) C service categories (included in Specification D4485). It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine.4 Piston and ring groove deposit-forming tendency and oil consumption is measured. The piston, the rings, and the liner are also examined for distress and the rings for mobility.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Being an engine test method, this standard does have definite hazards that require safe practices (see Appendix X2 on Safety).  
1.4 The following is the Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus and Installation  
6  
Intake Air System  
6.2.1  
Exhaust System  
6.2.2  
Fuel System  
6.2.3  
Oil Consumption System  
6.2.4  
Engine Oil System  
6.2.5  
Oil Heating System  
6.2.5.1  
Oil Sample Valve  
6.2.5.2  
Engine Coolant System  
6.2.6  
Engine Instrumentation  
6.2.7  
Reagents and Materials  
7  
Oil Samples  
8  
Preparation of Apparatus  
9  
General Engine Assembly Practices  
9.1  
Complete Engine Inspection  
9.2  
Copper Components  
9.3  
Engine Lubricant System Flush  
9.4  
Engine Piston Cooling Jets  
9.5  
Engine Measurements and Inspections  
9.6  
Cylinder Head  
9.7  
Valve Guide Bushings  
9.8  
Fuel Injector  
9.9  
Piston and Rings  
9.10  
Cylinder Liner  
9.11  
Compression Ratio  
9.12  
Engine Timing  
9.13  
Engine Coolant System Cleaning Procedure  
9.14  
Calibration and Standardization  
10  
Test Cell Instrumentation  
10.1  
Instrumentation Standards  
10.2  
Coolant Flow  
10.3  
Re-calibration Requirements  
10.4  
Fuel Injectors  
10.5  
Air Flow  
10.6  
Intake Air Barrel  
10.7  
Fuel Filter  
10.8  
Oil Scale Flow Rates  
10.9  
Calibration of Test Stands  
10.10  
Extending Test Stand Calibration Period  
10.11  
Test Run Numbering  
10.13  
Humidity Calibration Requirements  
10.14  
Calibration of Piston Deposit Raters  
10.15  
Procedure  
11  
Engine Break-in Procedure  
11.1  
Cool-down Procedure  
11.2  
Warm-up Procedure  
11.3  
Shutdowns and Lost Time  
11.4  
Periodic Measurements  
11.5  
Engine Control Systems  
11.6  
Engine Coolant  
11.6.1  
Engine Fuel System  
11.6.2  
Engine Oil Temperature  
11.6.3  
Exhaust Pressure  
11.6.4  
Intake Air  
11.6.5  
Post-Test Procedures  
11.7  
Piston Ring Side Clearances  
11.7.1  
Piston Ratings  
11.7.2  
Referee Ratings  
11.7.3  
Ring End Gap Increase  
11...

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13.2  
Keywords...

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.  
5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.  
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatthour.  
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:    
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General Description  
6.1  
The Test Engine  
6.2  
Mack Test Engine  
6.2.1  
Engine Cooling System  
6.2.2  
Engine Oil System  
6.2.3  
Auxiliary Oil System  
6.2.4  
Crankcase Aspiration  
6.2.5  
Blowby Meter  
6.2.6  
Air Supply and Filtration  
6.2.7  
Fuel Supply  
6.2.8  
Intake Manifold Temperature Control  
6.2.9  
Engine Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials  
7.4  
Preparation of Apparatus at Rebuild  
8  
Cleaning of Parts  
8.1  
Valves, Seats, Guides, and Springs  
8.2  
Cylinder Liner, Piston, and Piston Ring Assembly  
8.3  
Injectors and Injection Pump  
8.4  
Assembly Instructions  
8.5  
Measurements  
8.6  
Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements  
9  
Calibration Frequency  
9.1  
Calibration Reference Oils  
9.2  
Test Numbering  
9.3  
New Laboratories and New Test Stands  
9.4  
Calibrated Laboratories and Test Stands  
9.5  
Calibration Test Acceptance  
9.6  
Failing Calibration Tests  
9.7  
Non-Reference Oil Test Requirements  
9.8  
Procedure  
10  
Pretest Procedure  
10.1  
Engine Start-Up  
10.2  
Engine Shutdown  
10.3  
Test Cycle  
10.4  
Oil Addition/Drain  
10.5  
Oil Samples  
10.6  
Oil Consumption Calculations  
10.7  
Fuel Samples  
10.8  
Periodic Measurements  
10.9  
Blowby  
10.10  
Centrifugal Oil Filter Mass Gain  
10.11  
Oil Filter Δ P Calculation  
10.12  
Post Test  
10.13  
Inspection of Fuel and Oil During Test  
11  
Oil Inspection  
11.1  
Fuel Inspections  
11.2  
Oil Consumption  
11.3  
Report  
12  
Reporting Test Results  
12.1  
Deviations from Test Operational Limits  
12.2  
Electronic Transmission of Test Results  
12.3  
Plots of Operational Data  
12.4  
Precision and Bias  
13  
Precision  
13.1  
Bias  
13.2  
Keywords ...

SIGNIFICANCE AND USE
5.1 This test method is used to determine the ability of an engine crankcase oil to control wear that can develop in the field under low to moderate engine speeds and heavy engine torques. Side-by-side comparisons of two or more oils in delivery van fleets were used to demonstrate the field performance of various oils. The specific operating conditions of this test method were developed to provide correlation with the field performance of these oils.  
5.2 This test method, along with other test methods, defines the minimum performance level of the Category API CG-4 for heavy duty diesel engine lubricants. Passing limits for this category are included in Specification D4485.  
5.3 The design of the engine used in this test method is not representative of all modern diesel engines. Consider this factor, along with the specific operating conditions used to accelerate wear, when extrapolating test results.
SCOPE
1.1 This engine lubricant test method is commonly referred to as the Roller Follower Wear Test. Its primary result, roller follower shaft wear in the hydraulic valve lifter assembly, has been correlated with vehicles used in stop-and-go delivery service prior to 1993. It is one of the test methods required to evaluate lubricants intended to satisfy the API CG-4 performance category. This test has also been referred to as the 6.2 L Test.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct SI equivalent, such as pipe fittings, thermocouple diameters, and NPT screw threads. Also, roller follower wear is measured in mils.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.  
1.4 Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Reagents  
7  
Guidelines on Substitution  
7.1  
Apparatus  
6  
Preparation of Apparatus  
8  
New Engine Preparation  
8.1  
Installation of Auxiliary Systems and
Miscellaneous Components  
8.2  
Test Procedure  
9  
Description of Test Segments and Organization
of Test Procedure Sections  
9.1  
Engine Parts Replacement  
9.2  
Engine Starting Procedure  
9.3  
Normal Engine Shutdown Procedure  
9.4  
Emergency Shutdown Procedure  
9.5  
Unscheduled Shutdown and Downtime  
9.6  
New Engine Break-In  
9.7  
Pretest Procedure  
9.8  
Fifty-Hour Steady State Test  
9.9  
Periodic Measurements  
9.10  
Oil Sampling and Oil Addition Procedures  
9.11  
End of Test (EOT) Procedure  
9.12  
Calculation and Interpretation of Test Results  
10  
Environment of Parts Measurement Area  
10.1  
Roller Follower Shaft Wear Measurements  
10.2  
Oil Analysis  
10.3  
Assessment of Test Validity  
10.4  
Final Test Report  
11  
Reporting Calibration Test Results  
11.1  
Report Forms  
11.2  
Interim Non-Valid Calibration Test Summary  
11.3  
Severity Adjustments  
11.4  
Precision and Bias  
12  
Precision  
12.1  
Precision Estimate  
12.2  
Bias  
12.3  
Keywords  
13  
ANNEXES    
Guidelines for Test Part Substitution or Modification  
Annex A1  
Guidelines for Units and Specification Formats  
Annex A2  
Detailed Specifications of Apparatus  
Annex A3  
Calibration  
Annex A4  
Final Report Forms  
Annex A5  
Illustrations  
Annex A6  
Kinematic Viscosity at 100°C Procedure for the
Roller Follower Wear Test  
Annex A7  
Enhanced Thermal Gravimetric Analysis (TGA)
Procedure for Soot Measurement  
Annex A8  
Sources of Materials and Infor...

SIGNIFICANCE AND USE
This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.
The test method is used for engine oil specification acceptance when all details of the procedure are followed.
TABLE 1 PC-9 Reference Diesel Fuel  PropertyTest Method MinAMaxA Sulfur, mass %D26220.040.05 Gravity, °APID287 or D405234.536.5 (37) Hydrocarbon composition, % vol  AromaticsD1319 (FIA)(27) 2833  OlefinD1319 (FIA) Report Cetane numberD613 40 (42)48 Cetane indexD976 and D4737Report Copper strip corrosionD1301 Flash point, °CD9354 Pour point, °CD97−18 Cloud point, °CD2500Report Carbon residue on 10 % residuum, mass % D524 (10 % bottoms) 0.35 Water and sediment, vol %D27090.05 Viscosity, mm2/s at 40 °CD445 2.43.0 Ash, mass %D4820.005 Acid numberD6640.05 Strong acid numberD6640.00 Accelerated stabilityD2274Report Distillation, °CD86  IBPReport  10 % volReport  50 % volReport  90 % vol282338  EPReport
A Min and max numbers in parentheses are EPA Certification Fuel Specifications.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading). This test method is commonly referred to as the Mack T-8.
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatthour.
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.5 A Table of Contents follows:
Scope1 Referenced Documents2 Terminology3 Summary of Test Method4 Significance and Use5 Apparatus6  General Description6.1  The Test Engine6.2  Mack Test Engine6.2.1  Engine Cooling System6.2.2  Engine Oil System6.2.3  Auxiliary Oil System6.2.4  Crankcase Aspiration6.2.5  Blowby Meter6.2.6  Air Supply and Filtration6.2.7  Fuel Supply6.2.8  Intake Manifold Temperature Control6.2.9 Engine Fluids7  Test Oil7.1  Test Fuel7.2  Engine Coolant7.3  Cleaning Materials7.4 Preparation of Apparatus at Rebuild8  Cleaning of Parts8.1  Valves, Seats, Guides, and Springs8.2  Cylinder Liner, Piston, and Piston Ring Assembly8.3  Injectors and Injection Pump8.4  Assembly Instructions8.5  Measurements8.6 Laboratory and Engine Test Stand Calibration/Non-Reference
Requirements9  Calibration Frequency9.1  Calibration Reference Oils9.2  Test Numbering9.3  New Laboratories and New Test Stands9.4  Calibrated Laboratories and Test Stands9.5  Calibration Test Acceptance9.6  Failing Calibration Tests9.7  Non-Reference Oil Test Requirements9.8 Procedure10  Pretest Procedure10.1  Engine Start-Up10.2  Engine Shutdown10.3  Test Cycle10.4  Oil Addition/Drain10.5  Oil Samples10.6  Oil Consumption Calculations10.7  Fuel Samples10.8  Periodic Measurements10.9  Blowby10.10  Centrifugal Oil Filter Mass Gain10.11  Oil Filter ΔP Calculation10.12  Post Test10.13 Inspection of Fuel and Oil During Test11  Oil Inspection11.1  ...

SIGNIFICANCE AND USE
Background—In the HEUI fuel system, the engine oil from the oil sump not only lubricates the engine, it also supplies a high-pressure oil system that takes oil from the main gallery and pressurizes it up to 20.7 MPa in a plunger pump (see Fig. A1.1). This oil is used to operate unit injectors that, when used in combination with intensifiers, increase the fuel injection pressure up to 145 MPa, independent of engine speed. The electronic controls permit varied injection timing and duration to provide optimum fuel economy and emissions. This system may, however, circulate all the oil in the sump in approximately 8 s; as a consequence, aeration of the oil can occur with some engine oils. International determined that 8 % oil aeration was the limit beyond which engine operation and performance would be impaired in actual service.
Prior to 1994, the ability of an engine lubricant to resist aeration was measured by Test Method D892. During the development of the API CG-4 category in 1994, however, it was found that this bench test did not correlate with aeration in the International T 444E engine. The EOAT was developed, therefore, to provide a better measurement of the ability of a lubricant to resist aeration during engine operation. This test has been included in API CG-4, CH-4, and CI-4 categories for heavy-duty diesel engine oils.
Method—The data obtained from the use of this test method provide a comparative index of the aeration resistance of engine oils used in medium- and heavy-duty truck diesel engines.
Use—The tendency of engine oils to aerate in direct-injection, turbocharged diesel engines is influenced by a variety of factors, including engine oil formulation variables, oil temperature, sump design and capacity, residence time of the oil in the sump, and the design of the pressurized oil systems. In some engine-oil-activated injection systems, the residence time of the oil in the sump is insufficient to allow dissipation of aeration from the oil. As a c...
SCOPE
1.1 This test method was designed to evaluate an engine oil's resistance to aeration in automotive diesel engine service. It is commonly referred to as the Engine Oil Aeration Test (EOAT). The test is conducted using a specified 7.3L, direct-injection, turbocharged diesel engine on a dynamometer test stand. This test method was developed as a replacement for Test Method D892 after it was determined that this bench test did not correlate with oil aeration in actual service. The EOAT was first included in API Service Category CG-4 in 1995.
Note 1—Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exception—Where there is no direct SI equivalent, for example, screw threads, national pipe threads/diameters, and tubing size.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
This is an accelerated engine oil test, performed in a standardized, calibrated, stationary single-cylinder diesel engine that gives a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption. The test is used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category C oils (API 1509). The test method can also be used in diesel engine oil development.
SCOPE
1.1 This test method covers and is required to evaluate the performance of engine oils intended to satisfy certain American Petroleum Institute (API) C service categories (included in Specification D4485). It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine. Piston and ring groove deposit-forming tendency and oil consumption is measured. The piston, the rings, and the liner are also examined for distress and the rings for mobility.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exceptions—Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source supply equipment specification.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. Being an engine test method, this standard does have definite hazards that require safe practices (see Appendix X2 on Safety).

SIGNIFICANCE AND USE
This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.
The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading). This test method is commonly referred to as the Mack T-8.
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatthour.
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 and health practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.

SIGNIFICANCE AND USE
This test method was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.
The test method is used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading). This test method is commonly referred to as the Mack T-8.
1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3.1 Exceptions—Where there is no direct SI equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatthour.

SIGNIFICANCE AND USE
The test method is designed to relate to high-speed, supercharged diesel engine operation and, in particular, to the deposit control characteristics and antiwear properties of diesel crankcase lubricating oils.
The test method is useful for the evaluation of diesel engine oil quality and crankcase oil specification acceptance. This test method, along with others, defines the minimum performance level of the API categories CF and CF-2 (detailed information about passing limits for these categories is included in Specification D4485). It is also used in MIL-PRF-2104.
The results are significant only when all details of the procedure are followed. The basic engine used in this test method has a precombustion chamber (as compared to direct injection) and is most useful in predicting performance of engines similarly equipped. This factor should be considered when extrapolating test results. It has been found useful in predicting results with high sulfur fuels (that is, greater than 0.5 wt %) and with certain preemission controlled engines. It has also been found useful when correlated with deposit control in two-stroke cycle diesel engines.
SCOPE
1.1 This test method covers a four-stroke cycle diesel engine test procedure for evaluating engine oils for certain high-temperature performance characteristics, particularly ring sticking, ring and cylinder wear, and accumulation of piston deposits. Such oils include both single viscosity SAE grade and multiviscosity SAE grade oils used in diesel engines. It is commonly known as the 1M-PC test (PC for Pre-Chamber) and is used in several API oil categories, notably the CF and CF-2 and the military category described in MIL-PRF-2104 (see Note 1).
Note 1—Companion test methods used to evaluate other engine oil performance characteristics for API oil categories CF and CF-2 are discussed in SAE J304. The companion tests used by the military can be found in MIL-PRF-2104.

SIGNIFICANCE AND USE
These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.
The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.  
The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.  
These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).
These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure. The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures, also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A15).
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.
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 and health practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements appear throughout the text. Being engine tests, these test methods do have definite hazards that shall be met by safe practices (see Annex A16 on Safety Precautions).

SIGNIFICANCE AND USE
These are accelerated engine oil tests (known as the 1K and 1N test procedures), performed in a standardized, calibrated, stationary single-cylinder diesel engine using either mass fraction 0.4 % sulfur fuel (1K test) or mass fraction 0.04 % sulfur fuel (1N test), that give a measure of (1) piston and ring groove deposit forming tendency, (2) piston, ring and liner scuffing and (3) oil consumption.
The 1K test was correlated with vehicles equipped with certain multi-cylinder direct injection engines used in heavy duty and high speed service prior to 1989, particularly with respect to aluminum piston deposits, and oil consumption, when fuel sulfur was nominally mass fraction 0.4 %. These data are given in Research Report RR:D02-1273.  
The 1N test has been used to predict piston deposit formation in four-stroke cycle, direct injection, diesel engines that have been calibrated to meet 1994 U.S. federal exhaust emission requirements for heavy-duty engines operated on fuel containing less than mass fraction 0.05 % sulfur. See Research Report RR:D02-1321.  
These test methods are used in the establishment of diesel engine oil specification requirements as cited in Specification D4485 for appropriate API Performance Category oils (API 1509).
These test methods are also used in diesel engine oil development.
SCOPE
1.1 These test methods cover the performance of engine oils intended for use in certain diesel engines. They are performed in a standardized high-speed, single-cylinder diesel engine by either the 1K (0.4 % mass fuel sulfur) or 1N (0.04 % mass fuel sulfur) procedure. The only difference in the two test methods is the fuel used. Piston and ring groove deposit-forming tendency and oil consumption are measured. Also, the piston, the rings, and the liner are examined for distress and the rings for mobility. These test methods are required to evaluate oils intended to satisfy API service categories CF-4 and CH-4 for 1K, and CG-4 for 1N of Specification D4485.
1.2 These test methods, although based on the original Caterpillar 1K/1N procedures, also embody TMC information letters issued before these test methods were first published. These test methods are subject to frequent change. Until the next revision of these test methods, TMC will update changes in these test methods by the issuance of information letters which shall be obtained from TMC (see Annex A15).
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or single source equipment specified. Also Brake Specific Fuel Consumption is measured in kilograms per kilowatthour.