D02.B0 - Automotive Lubricants

SIGNIFICANCE AND USE
5.1 This test method measures a lubricant's ability to protect hypoid final drive axles from abrasive wear, adhesive wear, plastic deformation, and surface fatigue when subjected to low-speed, high-torque conditions. Lack of protection can lead to premature gear or bearing failure, or both.  
5.2 This test method is used, or referred to, in specifications and classifications of rear-axle gear lubricants such as:  
5.2.1 Specification D7450.  
5.2.2 American Petroleum Institute (API) Publication 1560.  
5.2.3 SAE J308.  
5.2.4 SAE J2360.
SCOPE
1.1 This test method, commonly referred to as the L-37-1 test, describes a test procedure for evaluating the load-carrying capacity, wear performance, and extreme pressure properties of a gear lubricant in a hypoid axle under conditions of low-speed, high-torque operation.3  
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 National Pipe threads/diameters, tubing size, or where there is a sole source supply equipment specification.
1.2.1.1 The drawing in Annex A6 is in inch-pound units.  
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 warning statements are provided in 7.2 and 10.1.  
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 was developed to evaluate the oxidation resistance performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR and running on ultra-low sulfur diesel fuel. Obtain results from used oil analysis and component measurements before and after test.  
5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for oxidation performance characteristics in an engine equipped with exhaust gas recirculation and running on ultra-low sulfur diesel fuel.2 This test method is commonly referred to as the Volvo T-13.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exception—Where there is no direct SI equivalent, such as the units for screw threads, National Pipe Threads/diameters, tubing size, and single source supply equipment specifications.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Annex A10 for specific safety precautions.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate automotive lubricant’s effect on controlling valve-train wear and overall engine wear for overhead camshaft engines with direct acting bucket lifters.  
5.2 Average intake lifter volume loss is used as a measure of an oil’s ability to prevent valve-train wear.  
5.3 End-of-test oil iron concentration is used as a measure of an oil’s ability to prevent overall engine wear.
Note 2: This test method may be used for engine oil specifications such as API SP, and ILSAC GF- 6A, and GF-6B.
SCOPE
1.1 This test method measures the ability of an engine crankcase oil to control valve-train wear in spark-ignition engines at low operating temperature conditions. This test method is designed to simulate extended engine cyclic vehicle operation. The Sequence IVB Test Method uses a Toyota 2NR-FE water cooled, 4 cycle, in-line cylinder, 1.5 L engine. The primary result is bucket lifter wear. Secondary results include cam lobe nose wear and measurement of iron (Fe) wear metal concentration in the used engine oil. Other determinations such as fuel dilution of the crankcase oil, non-ferrous wear metal concentrations, total fuel consumption, and total oil consumption, can be useful in the assessment of the validity of the test results.2  
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, tubing, NPT screw threads/diameters, or single source equipment specified.  
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 warning statements are provided throughout this document as necessary in each particular section.  
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 viscosity increase and soot concentration (loading) performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR. Obtain results from used oil analysis.  
5.2 The test method can be used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics in a diesel engine equipped with exhaust gas recirculation, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-11.  
1.1.1 This test method also provides the procedure for running an abbreviated length test, which is commonly referred to as the T-11A. The procedures for the T-11A are identical to the T-11 with the exception of the items specifically listed in Annex A7. Additionally, the procedure modifications listed in Annex A7 refer to the corresponding section of the T-11 procedure.  
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. See Annex A6 for specific safety hazards.  
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 Final drive axles are often subjected to severe service where they encounter high speed shock torque conditions, characterized by sudden accelerations and decelerations. This severe service can lead to scoring distress on the ring gear and pinion surface. This test method measures anti-scoring properties of final drive lubricants.  
5.2 This test method is used or referred to in the following documents:  
5.2.1 American Petroleum Institute (API) Publication 1560.7  
5.2.2 SAE J308 and SAE J2360.
SCOPE
1.1 This test method covers the determination of the anti-scoring properties of final drive axle lubricating oils when subjected to high-speed and shock conditions. This test method is commonly referred to as the L-42 test.2  
1.2 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.  
1.2.1 Exceptions—SI units are provided for all parameters except where there is no direct equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, and single source equipment suppliers.  
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 warning information is given in Sections 4 and 7.  
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 used to evaluate automotive engine oils for protection of engines against bearing weight loss.  
5.2 This test method is also used to evaluate the SIG capabilities of multiviscosity-graded oils.  
5.3 Correlation of test results with those obtained in automotive service has not been established.  
5.4 Use—The Sequence VIII test method is useful for engine oil specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:  
5.4.1 Specification D4485.  
5.4.2 API Publication 1509 Engine Oil Licensing and Certification System.7  
5.4.3 SAE Classification J304.
SCOPE
1.1 This test method covers the evaluation of automotive engine oils (SAE grades 0W, 5W, 10W, 20, 30, 40, and 50, and multi-viscosity grades) intended for use in spark-ignition gasoline engines. The test procedure is conducted using a carbureted, spark-ignition Cooperative Lubrication Research (CLR) Oil Test Engine (also referred to as the Sequence VIII test engine in this test method) run on unleaded fuel. An oil is evaluated for its ability to protect the engine and the oil from deterioration under high-temperature and severe service conditions. The test method can also be used to evaluate the viscosity stability of multi-viscosity-graded oils. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.  
1.2 Correlation of test results with those obtained in automotive service has not been established. Furthermore, the results obtained in this test are not necessarily indicative of results that will be obtained in a full-scale automotive spark-ignition or compression-ignition engine, or in an engine operated under conditions different from those of the test. The test can be used to compare one oil with another.  
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—The values stated in inch-pounds for certain tube measurements, screw thread specifications, and sole source supply equipment are to be regarded as standard.
1.3.1.1 The bearing wear in the text is measured in grams and described as weight loss, a non-SI term.  
1.4 This test method is arranged as follows:    
Subject  
Section  
Introduction  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Before Test Starts  
4.1  
Power Section Installation  
4.2  
Engine Operation (Break-in)  
4.3  
Engine Operation (Test/Samples)  
4.4  
Stripped Viscosity  
4.5  
Test Completion (BWL)  
4.6  
Significance and Use  
5  
Evaluation of Automotive oils  
5.1  
Stay in Grade Capabilities  
5.2  
Correlation of Results  
5.3  
Use  
5.4  
Apparatus  
6  
Test Engineering, Inc.  
6.1  
Fabricated or Specially Prepared Items  
6.2  
Instruments and Controls  
6.3  
Procurement of Parts  
6.4  
Reagents and Materials  
7  
Reagents  
7.1  
Cleaning Materials  
7.2  
Expendable Power Section-Related Items  
7.3  
Power Section Coolant  
7.4  
Reference Oils  
7.5  
Test Fuel  
7.6  
Test Oil Sample Requirements  
8  
Selection  
8.1  
Inspection  
8.2  
Quantity  
8.3  
Preparation of Apparatus  
9  
Test Stand Preparation  
9.1  
Conditioning Test Run on Power Section  
9.2  
General Power Section Rebuild Instructions  
9.3  
Reconditioning of Power Section After Each Test  
9.4  
Calibration  
10  
Power Section and Test Stand Calibration  
10.1  
Instrumentation Calibration  
10.2  
Calibration of AFR Measurement Equipment  
10.3  
Calibration of Torque Wrenches  
10.4  
Engin...

SIGNIFICANCE AND USE
5.1 This test method was developed to evaluate the wear performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR and running on ultra-low sulfur diesel fuel. Obtain results from used oil analysis and component measurements before and after test.  
5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed.
SCOPE
1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including lead corrosion and wear of piston rings and cylinder liners in an engine equipped with exhaust gas recirculation and running on ultra-low sulfur diesel fuel.2 This test method is commonly referred to as the Mack T-12.  
1.1.1 This test method also provides the procedure for running an abbreviated length test, which is commonly referred to as the T-12A. The procedures for the T-12 and T-12A are identical with the exception of the items specifically listed in Annex A9. Additionally, the procedure modifications listed in Annex A9 refer to the corresponding section of the T-12 procedure.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exception—Where there is no direct SI equivalent, such as the units for screw threads, National Pipe Threads/diameters, tubing size, and single source supply equipment specifications.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Annex A6 for specific safety precautions.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test simulates a type of severe field service in which corrosion-promoting moisture in the form of condensed water vapor accumulates in the axle assembly. This may happen as a result of volume expansion and contraction of the axle lubricant and the accompanied breathing in of moisture-laden air through the axle vent. The test screens lubricants for their ability to prevent the expected corrosion.  
5.2 The L-33-1 test procedure is used or referred to in the following documents: ASTM Publication STP-512A,6 SAE J308, SAE J2360, and U.S. Military Specification MIL-PRF-2105E.
SCOPE
1.1 This test method covers a test procedure for evaluating the rust and corrosion inhibiting properties of a gear lubricant while subjected to water contamination and elevated temperature in a bench-mounted hypoid differential housing assembly.2 This test method is commonly referred to as the L-33-1 test.  
1.2 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.  
1.2.1 Exceptions—(1) where there is no direct SI equivalent such as screw threads and national pipe threads/diameters, and (2) the values stated in SI units are to be regarded as standard for the definitions in 12.2, and for SI units where there are no direct inch-pounds equivalent units.  
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 There are several major causes of automotive lubricant-related seal failures. This test method addresses only those failures caused by excessive elastomer hardening, elongation loss, and volume swell and attempts to determine the likelihood that an oil might cause premature sealing system failures in field use. This test method may be used as a requirement of a performance specification, such as Specification D5760 and J2360.  
5.2 Another major cause of seal failure is the formation of carbon, varnish, and sludge-like deposits on the seal lip. The deposit-forming characteristics of automotive gear oils are evaluated in Test Method D5704. That procedure is intended in part to evaluate the potential for oils to cause premature seal failure in field service.
SCOPE
1.1 This test method2 covers the determination of the compatibility of automotive gear oils with specific nitrile, polyacrylate, and fluoroelastomer oil seal materials.  
1.2 Users of this test method should obtain Test Methods D412, D471, and D2240 and become familiar with their use before proceeding with this test method.  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method was developed to assess the performance of a heavy-duty engine oil in controlling engine wear under operating conditions selected to accelerate soot production and valve-train wear in a turbocharged and aftercooled four-cycle diesel engine with sliding tappet followers equipped with exhaust gas recirculation hardware.  
5.2 The design of the engine used in this test method is representative of many, but not all, modern diesel engines. This factor, along with the accelerated operating conditions, shall be considered when extrapolating test results.
SCOPE
1.1 This test method, commonly referred to as the Cummins ISB Test, covers the utilization of a modern, 5.9 L, diesel engine equipped with exhaust gas recirculation and is used to evaluate oil performance with regard to valve-train wear.  
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—SI units are provided for all parameters except where there is no direct equivalent such as the units for screw threads, National Pipe Threads/diameters, tubing size, or where there is a sole source of supply equipment specification.  
1.2.2 See also A7.1 for clarification; it does not supersede 1.2 and 1.2.1.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Annex A1 for general safety precautions.  
1.4 Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Engine Fluids and Cleaning Solvents  
7  
Preparation of Apparatus  
8  
Engine/Stand Calibration and Non-Reference Oil Tests  
9  
Test Procedure  
10  
Calculations, Ratings, and Test Validity  
11  
Report  
12  
Precision and Bias  
13  
Annexes  
Safety Precautions  
Annex A1  
Intake Air Aftercooler  
Annex A2  
The Cummins ISB Engine Build Parts Kit  
Annex A3  
Sensor Locations and Special Hardware  
Annex A4  
External Oil System  
Annex A5  
Cummins Service Publications  
Annex A6  
Specified Units and Formats  
Annex A7  
Oil Analyses  
Annex A8  
Alternate Fuel Approval Process  
Annex A9  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method evaluates the ability of an automotive engine to mitigate preignition in the combustion chambers in turbocharged, direct injection, gasoline engines under low-speed and high-load operating conditions.  
5.2 Varying quality reference oils, with known preignition tendencies, were used in developing the operating conditions of the test procedure.  
5.3 The test method has applicability in gasoline-engine-oil specifications and is expected to be used in specifications and classifications of engine lubricating oils, such as the following:  
5.3.1 Specification D4485.  
5.3.2 ILSAC GF-6.  
5.3.3 SAE Classification J183.
SCOPE
1.1 This laboratory engine test evaluates the ability of an automotive engine to mitigate preignition in the combustion chambers in gasoline, turbocharged, direct-injection (GTDI) engines under low-speed and high-load operating conditions. This test method is commonly known as the Ford low-speed, preignition (LSPI) test.  
1.1.1 In vehicles, equipped with relatively small GTDI spark-ignition engines, preignition has occasionally occurred when the vehicles are operated under low-speed and high-load conditions. Uncontrolled, preignition may cause destructive engine damage.  
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, wire gauge, or specified single source equipment.  
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 Some engine oil formulations have been shown to lack compatibility with certain elastomers used for seals in automotive engines. These deleterious effects on the elastomer are greatest with new engine oils (that is, oils that have not been exposed to an engine’s operating environment) and when the exposure is at elevated temperatures.  
5.2 This test method requires that non-reference oil(s) be tested in parallel with a reference oil known to be aggressive for some parameters under service conditions. This relative  compatibility permits decisions on the anticipated or predicted performance of the non-reference oil in service.  
5.3 Elastomer materials can show significant variation in physical properties, not only from batch to batch but also within a sheet and from sheet to sheet. Results obtained with the reference oil are submitted by the test laboratories to the TMC to allow it to update continually the total and within-laboratory standard deviation estimates. These estimates, therefore, incorporate effects of variations in the properties of the reference elastomers on the test variability.  
5.4 This test method is suitable for specification compliance testing, quality control, referee testing, and research and development.  
5.5 The reference elastomers, reference oil, and the physical properties involved in this test method address the specific requirements of engine oils. Although other tests exist for compatibility of elastomers with liquids, these are considered too generalized for engine oils.
SCOPE
1.1 This test method covers quantitative procedures for the evaluation of the compatibility of automotive engine oils with several reference elastomers typical of those used in the sealing materials in contact with these oils. Compatibility is evaluated by determining the changes in volume, Durometer A hardness, and tensile properties when the elastomer specimens are immersed in the oil for a specified time and temperature.  
1.2 Effective sealing action requires that the physical properties of elastomers used for any seal have a high level of resistance to the liquid or oil in which they are immersed. When such a high level of resistance exists, the elastomer is said to be compatible with the liquid or oil.
Note 1: The user of this test method should be proficient in the use of Test Methods D412 (tensile properties), D471 (effect of rubber immersion in liquids), D2240 (Durometer hardness), and D5662 (gear oil compatibility with typical oil seal elastomers), all of which are involved in the execution of the operations of this test method.  
1.3 This test method provides a preliminary or first order evaluation of oil/elastomer compatibility only. Because seals might be subjected to static or dynamic loads, or both, and they can operate over a range of conditions, a complete evaluation of the potential sealing performance of any elastomer-oil combination in any service condition usually requires tests additional to those described in this test method.  
1.4 The several reference elastomer formulations specified in this test method were chosen to be representative of those used in both heavy-duty diesel engines (detailed in Annex A1) and passenger-car spark-ignition engines (the latter are covered in Annex A2). The procedures described in this test method can, however, also be used to evaluate the compatibility of automotive engine oils with different elastomer types/formulations or different test durations and temperatures to those employed in this test method.
Note 2: In such cases, the precision and bias statement in Section 12 does not apply. In addition to agreeing acceptable limits of precision, where relevant, the user and supplier should also agree:  (1) test temperatures and immersion times to be used; (2) the formulations and typical properties of the elastomers; and (3) the sourcing and quality control of the elastomer sheets.
Note 3: The TMC may also issue In...

SIGNIFICANCE AND USE
5.1 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.  
5.2 Use—The Sequence VIE test method is useful for engine oil fuel economy specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:  
5.2.1 Specification D4485.  
5.2.2 API 1509.  
5.2.3 SAE Classification J304.  
5.2.4 SAE Classification J1423.
SCOPE
1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a specified spark-ignition engine with a displacement of 3.6 L (General Motors)4 on a dynamometer test stand. It applies to multi-viscosity oils used in these applications.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct equivalent such as the units for screw threads, National Pipe threads/diameters, tubing size, and single source supply equipment specifications. Additionally, Brake Specific Fuel Consumption (BSFC) is measured in kilogram per kilowatt hour.  
1.3 This test method is arranged as follows:    
Subject  
Section  
Introduction  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General  
6.1  
Test Engine Configuration  
6.2  
Laboratory Ambient Conditions  
6.3  
Engine Speed and Torque Control  
6.4  
Dynamometer  
6.4.1  
Dynamometer Torque  
6.4.2  
Engine Cooling System  
6.5  
External Oil System  
6.6  
Fuel System  
6.7  
Fuel Flow Measurement  
6.7.2  
Fuel Temperature and Pressure Control to the Fuel Flow Meter  
6.7.3  
Fuel Temperature and Pressure Control to Engine Fuel Rail  
6.7.4  
Fuel Supply Pumps  
6.7.5  
Fuel Filtering  
6.7.6  
Engine Intake Air Supply  
6.8  
Intake Air Humidity  
6.8.1  
Intake Air Filtration  
6.8.2  
Intake Air Pressure Relief  
6.8.3  
Temperature Measurement  
6.9  
Thermocouple Location  
6.9.5  
AFR Determination  
6.10  
Exhaust and Exhaust Back Pressure Systems  
6.11  
Exhaust Manifolds  
6.11.1  
Laboratory Exhaust System  
6.11.2  
Exhaust Back Pressure  
6.11.3  
Pressure Measurement and Pressure Sensor Locations  
6.12  
Engine Oil  
6.12.2  
Fuel to Fuel Flow Meter  
6.12.3  
Fuel to Engine Fuel Rail  
6.12.4  
Exhaust Back Pressure  
6.12.5  
Intake Air  
6.12.6  
Intake Manifold Vacuum/Absolute Pressure  
6.12.7  
Coolant Flow Differential Pressure  
6.12.8  
Crankcase Pressure  
6.12.9  
Engine Hardware and Related Apparatus  
6.13  
Test Engine Configuration  
6.13.1  
ECU (Power Control Module)  
6.13.2  
Thermostat Block-Off Adapter Plate  
6.13.3  
Wiring Harness  
6.13.4  
Thermostat Block-Off Plate  
6.13.5  
Oil Filter Adapter Plate  
6.13.6  
Modified Throttle Body Assembly  
6.13.7  
Fuel Rail  
6.13.8  
Miscellaneous Apparatus Related to Engine Operation  
6.14  
Reagents and Materials  
7  
Engine Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Cleaning Materials...

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

SIGNIFICANCE AND USE
5.1 This test method evaluates an automotive engine oil's lubricating efficiency in inhibiting timing-chain lengthening under operating conditions selected to accelerate timing-chain wear. Varying quality reference oils of known wear performance were used in developing the operating conditions of the test procedure.  
5.2 The test method can be used to screen lubricants for satisfactory lubrication of an engine timing chain and has application in gasoline, automotive, engine-oil specifications. It is expected to be used in specifications and classifications of engine lubricating oils, such as the following:  
5.2.1 ILSAC GF-6.  
5.2.2 Specification D4485.  
5.2.3 SAE Classification J183.
SCOPE
1.1 Undesirable timing-chain wear has been observed with gasoline, turbocharged, direct-injection (GTDI) engines in field service, and data from correlating laboratory engine tests have shown that chain wear can be affected by appropriately formulated engine lubricating. A laboratory engine test has been developed to provide a means for screening lubricating oils for that specific purpose. The laboratory engine test is 216 h in length, conducted under varying conditions, and the increase in timing-chain length determined at the end of test is the primary result. This test method is commonly known as the Sequence X, Chain Wear (CW) Test.  
1.2 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or specified single source equipment.  
1.3 Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Test Engine  
6.1  
Reagents and Materials  
7  
Preparation of Apparatus  
8  
Timing-chain Preparation, Installation, and Measurement  
8.20  
Test Stand Installation  
8.21  
Electronic Throttle Controller  
8.21.17  
Temperature Measurement  
8.23  
Pressure Measurement  
8.24  
Flowrate Measurement  
8.25  
Blowby Flowrate  
8.26  
Stand Calibration  
9  
Test Procedure  
10  
Pre-Test Procedure and Engine Break-In  
10.1  
Engine Start-up Procedures  
10.2  
Test Sequence  
10.3  
Engine Shutdown Procedures  
10.4  
Blowby Flowrate Measurement  
10.5  
Parameter Logging  
10.6  
Oil Consumption Calculation  
10.7  
General Maintenance  
10.8  
Special Maintenance Procedures  
10.9  
Blowby Flowrate Adjustment  
10.10  
Diagnostic Data Review  
11  
Test Results  
12  
Report  
13  
Precision and Bias  
14  
Keywords  
15  
ANNEXES  
ASTM TMC Organization  
Annex A1  
ASTM TMC: Calibration Procedures  
Annex A2  
ASTM TMC: Maintenance Activities  
Annex A3  
ASTM TMC: Related Information  
Annex A4  
Engine and Stand Parts  
Annex A5  
Safety Precautions  
Annex A6  
Engine Rebuild Templates  
Annex A7  
Engine Build Records  
Annex A8  
Cylinder Head Build  
A8.1  
Cylinder Bore Measurement  
A8.2  
Bearing Journal Measurements  
A8.3  
Engine Part Photographs, Schematics and Figures  
Annex A9  
Control and Data Acquisition Requirements  
Annex A10  
Dipstick Oil Level to Charge Conversions  
Annex A11  
Sequence X Report Forms and Data Acquisition  
Annex A12  
APPENDIXES  
Sources of Materials and Information  
Appendix X1  
Suggested Designs for Engine Fixing Brackets  
Appendix X2  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitati...

SIGNIFICANCE AND USE
5.1 This test method assesses the performance of an engine oil with respect to control of piston deposits and maintenance of oil consumption under heavy-duty operating conditions selected to accelerate deposit formation in a turbocharged, intercooled four-stroke-cycle diesel engine equipped with a combustion system that minimizes federally controlled exhaust gas emissions.  
5.2 The results from this test method may be compared against specification requirements to ascertain acceptance.  
5.3 The design of the test engine used in this test method is representative of many, but not all, diesel engines. This factor, along with the accelerated operating conditions, needs to be considered when comparing test results against specification requirements.
SCOPE
1.1 The test method covers a heavy-duty engine test procedure under high output conditions to evaluate engine oil performance with regard to piston deposit formation, piston ring sticking and oil consumption control in a combustion environment designed to minimize exhaust emissions. This test method is commonly referred to as the Caterpillar C13 Heavy-Duty Engine Oil Test.3  
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 are no SI equivalent such as screw threads, National Pipe Treads (NPT), and tubing sizes.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Annex A1 for general safety precautions.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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 stressing an engine oil under modern high-speed diesel operating conditions and measures the oil's deposit control, lubrication ability, and resistance to oil consumption. It is performed in a laboratory using a standardized high-speed, single-cylinder diesel engine.3  
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, and tubing size, or where a sole source supplier is specified.  
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 test method does have definite hazards that require safe practices (see Appendix X2 on Safety).  
1.4 The following is the Table of Contents:    
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  
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 Component  
9.3  
Engine Lubricant System Flush  
9.4  
Engine Piston Cooling Jet  
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  
Fuel Injectors  
10.4  
Air Flow  
10.5  
Intake Air Barrel  
10.6  
Fuel Filter  
10.7  
Oil Scale Flow Rates  
10.8  
Test Stand Calibration  
10.9  
Re-calibration Requirements  
10.9.1  
Extending Test Stand Calibration Period  
10.9.2  
Test Run Numbering  
10.10  
Humidity Calibration Requirements  
10.11  
Calibration of Piston Deposit Raters  
10.12  
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  
Ring Gap End Increase  
11.7.3  
Cylinder Liner Wear  
11.7.4  
Cylinder Liner Bore Polish  
11.7.5  
Photographs  
11.7.6  
Calculation and Interpretation of Results  
12  
Test Validity  
12.1  
Calculations  
12.4  
Quality Index  
12.4.1  
Oil Consumption  
12.4.2  
Report  
13  
Form...

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

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 test method was developed to evaluate automotive engine oils for protection against oil thickening and piston deposits during moderately high-speed, hightemperature service.  
5.1.1 The increase in kinematic viscosity of the oil indicates the tendency of an oil to thicken because of oxidation. In automotive service, such thickening can cause oil pump starvation and resultant catastrophic engine failures.  
5.1.2 The deposit ratings for an oil indicate the tendency for the formation of deposits throughout the engine, including those that can cause sticking of the piston rings in their grooves. In automotive service, such ring sticking can cause a loss of compression pressures in the engine.  
5.2 The test method was developed to correlate with oils of known good and poor protection against oil thickening and piston deposits. Specially formulated oils that produce less than desirable results with unleaded fuels were also used during the development of this test.  
5.3 The Sequence IIIH engine oil test has been recommended as a replacement for the Sequence IIIG test and is expected to be used in specifications and classifications of engine lubricating oils, such as the following:  
5.3.1 Specification D4485.  
5.3.2 Military Specification MIL-PRF-2104.  
5.3.3 SAE Classification J183.
SCOPE
1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature performance characteristics, including oil thickening (as measured by kinematic viscosity increase), piston deposits, ring sticking, oil consumption, and phosphorus retention. Such oils include both single-viscosity and multiviscosity grade oils that are used in both spark-ignition, gasoline-fueled engines, as well as in diesel engines.  
1.1.1 Additionally, with nonmandatory supplemental requirements, a Sequence IIIHA Test (Mini Rotary Viscometer and Cold Cranking Simulator measurements), or a Sequence IIIHB Test (phosphorus retention measurement) can be conducted. These supplemental test procedures are contained in Appendix X1 and Appendix X2, respectively.
Note 1: Companion test methods used to evaluate engine oil performance for specification requirements are discussed in SAE J304.  
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:  
1.2.1.1 Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing sizes, and valve sizes and springs.
1.2.1.2 The ring end gaps in Table A8.7, the dimensions for the blowby ventilation support bracket in Fig. A3.2, and the torque wrenches in Table A8.1 are in inch-pound units.  
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 warning statements are provided in 6.11.6, 7.1, 7.2.1, and 7.3.  
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 automotive lubricant’s effect on controlling cam lobe wear for overhead valve-train equipped engines with sliding cam followers.
Note 1: This test method may be used for engine oil specifications, such as Specification D4485, API 1509, SAE J183, and ILSC GF 3.
SCOPE
1.1 This test method measures the ability of crankcase oil to control camshaft lobe wear for spark-ignition engines equipped with an overhead valve-train and sliding cam followers. This test method is designed to simulate extended engine idling vehicle operation. The Sequence IVA Test Method uses a Nissan KA24E engine. The primary result is camshaft lobe wear (measured at seven locations around each of the twelve lobes). Secondary results include cam lobe nose wear and measurement of iron wear metal concentration in the used engine oil. Other determinations such as fuel dilution of crankcase oil, non-ferrous wear metal concentrations, and total oil consumption, can be useful in the assessment of the validity of the test results.2  
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, tubing, NPT screw threads/diameters, or single source equipment specified.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See Annex A8 for specific safety precautions.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 During engine operation, engine oil can become contaminated by water and fuel. In the case of Ed85 fuels, this contamination can result in a non-emulsified aqueous bottom layer in the oil that can affect the lubrication and detergency of the engine oil. To avoid field problems, engine oil should be capable of emulsifying water contamination to the extent that no aqueous presence appears.  
5.2 The test described in this method is designed to evaluate the ability of an engine oil, contaminated with a specified amount of water (volume fraction of 10 % of the original oil sample) and simulated Ed85 fuel (also a volume fraction of 10 % of the original oil sample), to emulsify the water after agitation in a blender and to maintain this emulsion at temperatures of 20 °C to 25 °C and –5 °C to 0 °C for at least 24 h.  
5.3 This test method has potential use in specifications of engine lubricating oils, such as Specification D4485.
SCOPE
1.1 This test method describes a qualitative procedure to measure the ability of a specific volume of engine oil to emulsify a specific added volume of combined water and simulated Ed85 fuel upon agitation in a high-speed blender and to retain this emulsified state for at least 24 h at temperatures of both 20 °C to 25 °C and –5 °C to 0 °C.  
1.2 Information Letters are published periodically by the ASTM Test Monitoring Center (TMC) to update this and other test methods under the jurisdiction of Subcommittee D02.B0. Copies of these letters can be obtained by writing the Center.2  
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 To avoid equipment failure, a gear oil should remain a homogeneous liquid and the performance-enhancing additives should not separate out when the oil is stored for an extended period of time.  
5.2 In addition, because different oils are often mixed when topping off, gear oils from different manufacturers, or containing different base fluids or performance-enhancing additives should be completely miscible and compatible with each other. Any incompatibility of such mixtures can also result in equipment failure if gelation or additive dropout occurs.  
5.3 The test procedures described in this test method are designed to evaluate the performance of gear oils in each of the above circumstances.  
5.4 This test method is based on the separate test methods FED-STD-791/3440.1 and FED-STD-791/3440.2. Minor changes have been made to the FED test methods to provide a coherent unified procedure. These changes do not significantly alter the test procedures. This test method has, therefore, potential for use as an alternative to the FED test methods in gear oil specifications such as SAE J2360 and Specification D5760.
SCOPE
1.1 This test method covers the determination of storage stability characteristics and the compatibility of automotive gear lubricants when blended with reference lubricants. The purpose of the test is to determine if performance-enhancing additives separate out under defined conditions.  
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 Background—Prior to this test method, the ability of an engine lubricant to resist aeration was measured by the engine oil aeration test (EOAT) described in Test Method D6894. The continued availability of engine parts coupled with field service aeration problems led to concerns about the relevance of this test method to newer oil and engine technologies. These concerns prompted the development of this new engine oil aeration test method, based on the Caterpillar C13 engine and termed COAT. This test method aims to provide a more reliable measurement of the ability of a lubricant to resist aeration during engine operation in field service. The engine used is of current technology and the aeration measurement is operator independent.  
5.2 Test Method—This test method evaluates aeration performance under high-engine-speed, zero-load operation in a turbocharged, heavy-duty, four-stroke diesel engine.  
5.3 Use:  
5.3.1 The tendency of engine oils to aerate in direct-injection, turbocharged diesel engines is influenced by a variety of factors, including engine oil formulation, 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 systems, the residence time of the oil in the sump is insufficient to allow dissipation of aeration from the oil. As a consequence, aerated oil can be circulated to hydraulically activated components, adversely affecting the engine timing characteristics and engine operation.  
5.3.2 The results from this test method may be compared against specification requirements such as Specification D4485 to ascertain acceptance.  
5.3.3 The design of the test engine used in this test method is representative of many, but not all, diesel engines. This factor, along with the unique operating conditions, needs to be considered when comparing the test results against specification requirements.
SCOPE
1.1 This test method evaluates an engine oil's resistance to aeration in automotive diesel engine service. It is commonly referred to as the Caterpillar-C13 Engine-Oil Aeration Test (COAT). The test is conducted under high-engine-speed (1800 r/min), zero-load conditions using a specified Caterpillar 320 kW, direct-injection, turbocharged, after-cooled, six-cylinder diesel engine designed for heavy-duty, on-highway truck use. This test method was developed as a replacement for Test Method D6894.
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 test method is arranged as follows:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Engine Liquids and Cleaning Solvent  
7  
Preparation of Apparatus  
8  
Engine Stand Calibration and Non-Reference Oil Tests  
9  
Procedure  
10  
Calculation, Test Validity and Test Results  
11  
Report  
12  
Precision and Bias  
13  
Keywords  
14  
ASTM Test Monitoring Center Organization  
Annex A1  
Safety Precautions  
Annex A2  
Engine and Engine Build Parts Kit  
Annex A3  
Oil Temperature Control System  
Annex A4  
Engine Modifications and Instrumentation  
Annex A5  
Flow Density Meter Calibration or Verification Procedure  
Annex A6  
Aeration Measurement System  
Annex A7  
Specified Units and Formats  
Annex A8  
ASTM TMC: Calibration Procedures  
Annex A9  
ASTM TMC: Maintenance Activities  
Annex A10  
ASTM TMC: Related Information  
Annex A11  
Engine Break-in and Silicon...

SIGNIFICANCE AND USE
5.1 This test method measures the tendency of automotive manual transmission and final drive lubricants to deteriorate under high-temperature conditions, resulting in thick oil, sludge, carbon and varnish deposits, and the formation of corrosive products. This deterioration can lead to serious equipment performance problems, including, in particular, seal failures due to deposit formation at the shaft-seal interface. This test method is used to screen lubricants for problematic additives and base oils with regard to these tendencies.  
5.2 This test method is used or referred to in the following documents:  
5.2.1 American Petroleum Institute (API) Publication 1560-Lubricant Service Designations for Automotive Manual Transmissions, Manual Transaxles, and Axles,7  
5.2.2 STP-512A–Laboratory Performance Tests for Automotive Gear Lubricants Intended for API GL-5 Service,8  
5.2.3 SAE J308-Information Report on Axle and Manual Transmission Lubricants,9 and  
5.2.4 U.S. Military Specification MIL-L-2105D.
SCOPE
1.1 This test method is commonly referred to as the L-60-1 test.2 It covers the oil-thickening, insolubles-formation, and deposit-formation characteristics of automotive manual transmission and final drive axle lubricating oils when subjected to high-temperature oxidizing conditions.  
1.2 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.  
1.2.1 Exceptions—The values stated in SI units for catalyst mass loss, oil mass and volume, alternator output, and air flow are to be regarded as standard.  
1.2.2 SI units are provided for all parameters except where there is no direct equivalent such as the units for screw threads, 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. Specific warning information is given in Sections 7 and 8 and Annex A7.  
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.

SCOPE
1.1 This specification covers lubricating greases suitable for the periodic relubrication of chassis systems and wheel bearings of passenger cars, trucks, and other vehicles.  
1.2 This specification defines the requirements used to describe the properties and performance characteristics of chassis greases and wheel bearing greases for service-fill applications.  
1.3 The test requirements (acceptance limits) given in this specification are, as the case may be, minimum or maximum acceptable values for valid duplicate test results. Apply no additional corrections for test precision, such as described in Practice D3244, inasmuch as the precision of the test methods was taken into account in the determination of the requirements.  
1.4 The values stated in SI units are to be regarded as standard.  
1.4.1 Exceptions—Test Method D2596 reports test results in kgf units, and Test Method D4289 reports rubber hardness in Durometer Shore A units.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

ABSTRACT
This specification covers engine oils for light-duty and heavy-duty internal combustion engines used under a variety of operating conditions in automobiles, trucks, vans, buses, and off-highway farm, industrial, and construction equipment. Automotive engine oils are classified in three general arrangements: S, C, and Energy Conserving. These arrangements are further divided into categories with performance measured as follows: SH, SJ, SL, SM, CF-4, CF, CF-2, CG-4, CH-4, CI-4, CJ-4, Energy Conserving associated with SJ, and Energy Conserving associated with SL. Different bench and chemical tests shall be performed to help evaluate some aspects of engine oil performance.
SCOPE
1.1 This specification covers engine oils for light-duty and heavy-duty internal combustion engines used under a variety of operating conditions in automobiles, trucks, vans, buses, and off-highway farm, industrial, and construction equipment.2  
1.2 This specification is not intended to cover engine oil applications such as outboard motors, snowmobiles, lawn mowers, motorcycles, railroad locomotives, or oceangoing vessels.  
1.3 This specification is based on engine test results that generally have been correlated with results obtained on reference oils in actual service engines operating with gasoline or diesel fuel. As it pertains to the API SL engine oil category, it is based on engine test results that generally have been correlated with results obtained on reference oils run in gasoline engine Sequence Tests that defined engine oil categories prior to 2000. It should be recognized that not all aspects of engine oil performance are evaluated by the engine tests in this specification. In addition, when assessing oil performance, it is desirable that the oil be evaluated under actual operating conditions.  
1.4 This specification includes bench and chemical tests that help evaluate some aspects of engine oil performance not covered by the engine tests in this specification.  
1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5.1 Exceptions:  
1.5.1.1 The roller follower shaft wear in Test Method D5966 is in mils.
1.5.1.2 The oil consumption in Test Method D6750 is in grams per kilowatthour.  
Note 1: The kWh unit is deprecated. The preferred SI unit is the joule (J); 1 kWh = 3.6 MJ.
1.5.1.3 The bearing wear in Test Method D6709 is in grams and is described as weight loss, a non-SI term.
1.5.1.4 Some of the appendixes are verbatim from other sources, and non-SI units are included.  
1.6 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 assess the performance of an engine oil to control engine wear and deposits under heavy-duty operating conditions selected to accelerate soot generation, valve train wear, and deposit formation in a turbocharged, aftercooled four-stroke-cycle diesel engine equipped with exhaust gas recirculation hardware.  
5.2 This test method can be used for engine oil specification acceptance when all details of this test method are in compliance. Applicable engine oil service categories are included in Specification D4485.  
5.3 The design of the engine used in this test method is representative of many, but not all, modern diesel engines. This factor, along with the accelerated operating conditions needs to be considered when extrapolating test results.
SCOPE
1.1 The test method covers a heavy-duty diesel engine test procedure conducted under high soot conditions to evaluate oil performance with regard to valve train wear, top ring wear, sludge deposits, and oil filter plugging in an EGR environment. This test method is commonly referred to as the Cummins ISM Test.2  
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—The only exception is where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing sizes, or where there is a sole source of 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. See Annex A1 for general safety precautions.  
1.4 Table of Contents:    
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Test Engine Configuration  
6.1  
Test Engine  
6.1.1  
Oil Heat Exchanger, Adapter Blocks, Block Off Plate  
6.1.2  
Oil Filter Head Modification  
6.1.3  
Oil Pan Modification  
6.1.4  
Engine Control Module (ECM)  
6.1.5  
Engine Position Sensor  
6.1.6  
Intake Manifold Temperature Sensor  
6.1.7  
Barometric Pressure Sensor  
6.1.8  
Turbocharger Controller  
6.1.9  
Power Supply Voltage  
6.1.10  
Air Compressor and Fuel Pump  
6.1.11  
Engine Block Preparation  
6.1.12  
Test Stand Configuration  
6.2  
Engine Mounting  
6.2.1  
Intake Air System  
6.2.2  
Aftercooler  
6.2.3  
Exhaust System  
6.2.4  
Exhaust Gas Recirculation System  
6.2.5  
Fuel System  
6.2.6  
Coolant System  
6.2.7  
Pressurized Oil Fill System  
6.2.8  
External Oil System  
6.2.9  
Crankcase Aspiration  
6.2.10  
Blowby Rate  
6.2.11  
System Time Responses  
6.3  
Oil Sample Containers  
6.4  
Mass Balance  
6.5  
Engine and Cleaning Fluids  
7  
Test Oil  
7.1  
Test Fuel  
7.2  
Engine Coolant  
7.3  
Pentane  
7.4  
Solvent  
7.5  
Preparation of Apparatus  
8  
Cleaning of Parts  
8.1  
General  
8.1.1  
Engine Block  
8.1.2  
Cylinder Head  
8.1.3  
Rocker Cover and Oil Pan  
8.1.4  
External Oil System  
8.1.5  
Crosshead Cleaning and Measurement  
8.1.6  
Rod Bearing Cleaning and Measurement  
8.1.7  
Ring Cleaning and Measurement  
8.1.8  
Injector Adjusting Screw Cleaning and Measurement  
8.1.9  
Engine Assembly  
8.2  
General  
8.2.1  
Parts Reuse and Replacement  
8.2.2  
Build-Up Oil  
8.2.3  
Coolant Thermostat  
8.2.4  
Oil Thermostat  
8.2.5  
Fuel Injectors  
8.2.6  
New Parts  
8.2.7  
Operational Measurements  
8.3  
Units and Formats  
8.3.1  
Instrumentation Calibration  
8.3.2  
Temperatures  
8.3.3...

SIGNIFICANCE AND USE
5.1 This bench test method is intended to produce comparable oil aging characteristics to those obtained with ASTM TMC Sequence IIIGA matrix reference oils 434, 435, and 438 after aging in the Sequence IIIG engine test.  
5.2 To the extent that the method generates aged oils comparable to those from the Sequence IIIG engine test, the measured increases in kinematic and MRV viscosity indicate the tendency of an oil to thicken because of volatilization and oxidation, as in the Sequence IIIG and IIIGA (see Appendix X1 in Test Method D7320) engine tests, respectively.  
5.3 This bench test procedure has potential use in specifications and classifications of engine lubricating oils, such as Specification D4485.  
5.4 The results of this test method are valid when seeking qualification of oils against published specifications only when run on a test stand that has successfully met the calibration requirements specified under the TMC’s ROBO test monitoring program.
SCOPE
1.1 This test method describes a bench procedure to simulate the oil aging encountered in Test Method D7320, the Sequence IIIG engine test method. These aged oils are then tested for kinematic viscosity and for low-temperature pumpability properties as described in the Sequence IIIGA engine test, Appendix X1 of Test Method D7320.  
1.2 Units—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—There are no SI equivalents for some apparatus in Section 6, and there are some figures where inch units are to be regarded as standard.  
1.3 This test method is arranged as follows:    
Section  
Scope  
1  
Reference Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Reagents and Materials  
7  
Hazards  
8  
New and Existing Test Stand Calibration  
9  
Procedure  
10  
Cleaning  
11  
Calculations and Determination of Test Results  
12  
Report  
13  
Precision and Bias  
14  
Keywords  
15  
Annexes  
ASTM Test Monitoring Center: Organization  
Annex A1  
ASTM Test Monitoring Center: Calibration Procedures  
Annex A2  
ASTM Test Monitoring Center: Maintenance Activities  
Annex A3  
ASTM Test Monitoring Center: Related Information  
Annex A4  
Reaction Vessel  
Annex A5  
Reaction Vessel Head  
Annex A6  
Reaction Vessel-to-Head Seal  
Annex A7  
Agitator Turbine Blade  
Annex A8  
Agitator Packing Gland  
Annex A9  
Nitrogen Dioxide Graduated Tube  
Annex A10  
Vacuum System Plumbing  
Annex A11  
Vacuum Trap Condensers  
Annex A12  
Setting the Vacuum Control Valve  
Annex A13  
Appendixes  
Sample Preparation and Addition  
Appendix X1  
Charging the Liquid Nitrogen Dioxide  
Appendix X2  
Nitrogen Dioxide Precision Needle Valve  
Appendix X3  
Example of an Assembled ROBO Apparatus  
Appendix X4  
Information Package to Aid Setting Up a New Robo Apparatus  
Appendix X5  
Dilute Nitrogen Dioxide in Air Option Information  
Appendix X6  
Time-Averaged Subsurface Air Flow Rate  
Appendix X7  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning statements are given in Sections 7 and 8.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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 Many modern tractor designs use the hydraulic fluid to lubricate the transmission and final drive gears. This test method is used to assess the suitability of the tractor hydraulic fluids as lubricants for transmission and final drive gears of tractors.
SCOPE
1.1 This test method is used to screen lubricants for gear wear. It is primarily applicable to tractor hydraulic fluids but may be suitable for other applications.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 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 warning information is given in Sections 7 and 9.  
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
5.1 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.  
5.2 Use—The Sequence VIF test method is useful for engine oil fuel economy specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:  
5.2.1 Specification D4485.  
5.2.2 API 1509.  
5.2.3 SAE Classification J304.  
5.2.4 SAE Classification J1423.
SCOPE
1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a specified spark-ignition engine with a displacement of 3.6 L (General Motors)4 on a dynamometer test stand. It applies to multi viscosity oils used in these applications.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.2.1 Exceptions—Where there is no direct equivalent such as the units for screw threads, National Pipe threads/diameters, tubing size, and single source supply equipment specifications. Additionally, Brake Fuel Consumption (BSFC) is measured in kilograms per kilowatt-hour.  
1.3 This test method is arranged as follows:    
Section  
Introduction  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
General  
6.1  
Test Engine Configuration  
6.2  
Laboratory Ambient Conditions  
6.3  
Engine Speed and Torque Control  
6.4  
Dynamometer  
6.4.1  
Dynamometer Torque  
6.4.2  
Engine Cooling System  
6.5  
External Oil System  
6.6  
Fuel System  
6.7  
Fuel Flow Measurement  
6.7.2  
Fuel Temperature and Pressure Control to the Fuel Flow Meter  
6.7.3  
Fuel Temperature and Pressure Control to Engine Fuel Rail  
6.7.4  
Fuel Supply Pumps  
6.7.5  
Fuel Filtering  
6.7.6  
Engine Intake Air Supply  
6.8  
Intake Air Humidity  
6.8.1  
Intake Air Filtration  
6.8.2  
Intake Air Pressure Relief  
6.8.3  
Temperature Measurement  
6.9  
Thermocouple Location  
6.9.5  
AFR Determination  
6.10  
Exhaust and Exhaust Back Pressure Systems  
6.11  
Exhaust Manifolds  
6.11.1  
Laboratory Exhaust System  
6.11.2  
Exhaust Back Pressure  
6.11.3  
Pressure Measurement and Pressure Sensor Locations  
6.12  
Engine Oil  
6.12.2  
Fuel to Fuel Flow meter  
6.12.3  
Fuel to Engine Fuel Rail  
6.12.4  
Exhaust Back Pressure  
6.12.5  
Intake Air  
6.12.6  
Intake Manifold Vacuum/Absolute Pressure  
6.12.7  
Coolant Flow Differential Pressure  
6.12.8  
Crankcase Pressure  
6.12.9  
Engine Hardware and Related Apparatus  
6.13  
Test Engine Configuration  
6.13.1  
ECU (Power Control Module)  
6.13.2  
Thermostat Block-Off Adapter Plate  
6.13.3  
Wiring Harness  
6.13.4  
Oil Pan  
6.13.5  
Engine Water Pump Adapter Plate  
6.13.6  
Thermostat Block-Off Plate  
6.13.7  
Oil Filter Adapter Plate  
6.13.8  
Modified Throttle Body Assembly  
6.13.9  
Fuel Rail  
6.13.10  
Miscellaneous Apparatus Related to Engine Operation  
6.14  
Reagents and Materials  
7  
Engine Oil  
7.1  
Test Fuel  
...

SIGNIFICANCE AND USE
5.1 Some fuel dilution of the engine oil may take place during normal operation. However, excessive fuel dilution is of concern in terms of possible performance problems. This method provides a means to determine the magnitude of the fuel dilution, providing the user with the ability to predict performance and to take appropriate action.
SCOPE
1.1 This test method covers the use of gas chromatography to determine the amount of diesel fuel in used engine lubricating oil. This test is limited to SAE 30 oil. The diesel fuel diluent is analyzed at concentrations up to 12 % by mass.
Note 1: This test method may be applicable to higher viscosity grade oils. However, such oils were not included in the program used to develop the precision statement.  
1.2 This test method is limited to gas chromatographs equipped with flame ionization detectors and temperature programmable ovens.
Note 2: The use of other detectors and instrumentation has been reported. However, the precision statement applies only when the instrumentation specified is employed.  
1.3 There is some overlap of the boiling ranges of diesel fuel and SAE 30 engine oils. Moreover, the boiling range of SAE 30 oils from various sources can vary appreciably. As a result, the calibration can be altered by as much as 2 %, in terms of fuel dilution. When testing unknown or mixed brands of used engine oil, it should be realized that the precision of the method may be poorer than the precision obtained when calibrating with a new oil representative of the used oil being tested.  
1.4 The values stated in SI units are to be regarded as the standard. The values stated in inch-pound units are for information only.  
1.5 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 requirements prior to use.  
1.6 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 Some fuel dilution of the engine oil may take place during normal operation. However, excessive fuel dilution is of concern in terms of possible performance problems. This method provides a means to determine the magnitude of the fuel dilution, providing the user with the ability to predict performance problems and to take appropriate action.
SCOPE
1.1 This test method describes a gas chromatographic technique for determining the amount of gasoline fuel dilution in used lubricating oils arising from their use in gasoline engines.  
1.2 This test method is limited to gas chromatographs accommodating wide-bore (0.53 mm) capillary columns and that are equipped with flame ionization detectors (FIDs) and temperature programmable ovens.  
1.3 There is no limitation regarding the fuel dilution concentration range that can be determined by this method, however the precision statements apply only to the concentration range of 0.5 % to 20.3 % gasoline. A reporting limit of 0.5 % gasoline fuel dilution has also been included in the method.  
1.4 Lubricating fluids recovered from engine crankcases have undergone changes due to heating, volatilization, sheering, oxidation and other reactions, and, as a result, the chromatographic profiles of the gasoline diluents and engine oils often differ significantly from their original patterns. Caution is accordingly advised when comparing quantitative determinations made using new verses used or in-service materials.  
1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.6 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 requirements prior to use.  
1.7 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 It is normal for some of the combustion products of an internal combustion engine to penetrate into the engine lubricant and be retained in it.  
5.2 When an engine is run for a period of time and then stored over a long period of time, the by-products of combustion might be retained in the oil in a liquefied state.  
5.3 Under these circumstances, precipitates can form that impair the filterability of the oil the next time the engine is run.  
5.4 This test method subjects the test oil and the new oil to the same treatments such that the loss of filterability can be determined. The four water treatment levels may be tested individually, all four simultaneously, or any combination of multiple water treatment levels.  
5.5 Reference oils, on which the data obtained by this test method is known, are available.  
5.6 This test method requires that a reference oil also be tested and results reported. Two oils are available, one known to give a low and one known to give a high data value for this test method.
Note 1: When the new oil test results are to be offered as candidate oil test results for a specification, such as Specification D4485, the specification will state maximum allowable loss of filterability (flow reduction) of the test oil as compared to the new oil.
SCOPE
1.1 This test method covers the determination of the tendency of an oil to form a precipitate that can plug an oil filter. It simulates a problem that may be encountered in a new engine run for a short period of time, followed by a long period of storage with some water in the oil.  
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 measures a lubricant's ability to protect final drive axles from abrasive wear, adhesive wear, plastic deformation, and surface fatigue when subjected to low-speed, high-torque conditions. Lack of protection can lead to premature gear or bearing failure, or both.  
5.2 This test method is used, or referred to, in the following documents:  
5.2.1 American Petroleum Institute (API) Publication 1560.8  
5.2.2 STP-512A.9  
5.2.3 SAE J308.  
5.2.4 Military Specification MIL-PRF-2105E.  
5.2.5 SAE J2360.
SCOPE
1.1 This test method is commonly referred to as the L-37 test.2 This test method covers a test procedure for evaluating the load-carrying, wear, and extreme pressure properties of a gear lubricant in a hypoid axle under conditions of low-speed, high-torque operation.  
1.2 This test method also provides for the running of the low axle temperature (Canadian) L-37 test. The procedure for the low axle temperature (Canadian) L-37 test is identical to the standard L-37 test with the exceptions of the items specifically listed in Annex A9. The procedure modifications listed in Annex A9 refer to the corresponding section of the standard L-37 test method.  
1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.  
1.3.1 Exceptions—In Table A12.1, the values stated in SI units are to be regarded as standard. Also, no SI unit is provided where there is not a direct SI equivalent.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning information is given in Sections 4 and 7.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 It is normal for some of the combustion products of an internal combustion engine to penetrate into the engine lubricant and be retained in it.  
5.2 When an engine is run for a period of time and then stored over a long period of time, the by-products of combustion might be retained in the oil in a liquefied state.  
5.3 Under these circumstances, precipitates can form that impair the filterability of the oil the next time the engine is run.  
5.4 This test method subjects the test oil and the new oil to the same treatments such that the loss of filterability can be determined.  
5.5 Reference oils, on which the data obtained by this test method is known, are available.  
5.6 This test method requires that a reference oil also be tested and results reported. Two oils are available, one known to give a low and one known to give a high data value for this test method.
Note 1: When the new oil test results are to be offered as candidate oil test results for a specification, such as Specification D4485, the specification will state maximum allowable loss of filterability (flow reduction) of the test oil as compared to the new oil.
SCOPE
1.1 This test method covers the determination of the tendency of an oil to form a precipitate that can plug an oil filter. It simulates a problem that may be encountered in a new engine run for a short period of time, followed by a long period of storage with some water in the oil.  
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 used to evaluate automotive manual transmission fluids for thermal instability, which results in deterioration of synchronizer performance.  
5.2 This test method may also be utilized in other specifications and classifications of transmission and gear lubricants such as the following:  
5.2.1 (final API designation of PG-1),  
5.2.2 Military Specification MIL-L-2105,  
5.2.3 SAE Information Report J308 Axle and Manual Transmission Lubricants, and  
5.2.4 Mack Truck GO-H Gear Lubricant Specification.
SCOPE
1.1 This test method covers the thermal stability of fluids for use in heavy duty manual transmissions when operated at high temperatures.  
1.2 The lubricant performance is measured by the number of shifting cycles that can be performed without failure of synchronization when the transmission is operated while continuously cycling between high and low range.  
1.3 Correlation of test results with truck transmission service has not been established. However, the procedure has been shown to appropriately separate two transmission lubricants, which have shown satisfactory and unsatisfactory field performance in the trucks of one manufacturer.  
1.4 Changes in this test method may be necessary due to refinements in the procedure, obsolescence of parts, or reagents, and so forth. These changes will be incorporated by Information Letters issued by the ASTM Test Monitoring Center (TMC). The test method will be revised to show the content of all the letters, as issued.  
1.5 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.  
1.5.1 Exception—When materials, products, or equipment are available only in inch-pound units, SI units are omitted.  
1.6 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.  
1.7 This test method is arranged as follows:    
Section  
Scope  
1    
Referenced Documents  
2    
Terminology  
3    
Summary of Test Method  
4    
Significance and Use  
5    
Apparatus  
6    
Test Transmission  
6.2    
Transmission Mounts  
6.3    
Oil-Circulating System  
6.4    
Oil Return Hole  
6.5    
Air Pressure Controls  
6.6    
Drive System  
6.7    
Instrumentation  
6.8    
Thermocouple Placement  
6.9  
Reagents and Materials  
7    
Safety  
8    
Preparation of Apparatus  
9  
Cleaning of Parts  
9.1  
Assembly  
9.2    
Calibration  
10    
Transmission and Test Stand Calibration  
10.1    
Reference Oils  
10.2    
Reference Oil Test Frequency  
10.3    
Instrumentation Calibration  
10.4  
Shift Time Calibration  
10.5    
Operating Procedure  
11    
System Flush and Charge  
11.1    
Test Operation  
11.2    
Shut-Down Procedure  
11.3    
Transmission Disassembly  
11.4    
Determination of Test Results  
12    
Failure Criteria  
12.1    
Shifter Fork Wear  
12.2  
Test Validity Determination  
12.3    
Report  
13    
Precision and Bias  
14    
Keywords  
15    
Test Validity Calculations and Limits  
Annex A5  
HTCT Test Report Forms and Data Dictionary  
Annex A6  
Manual Transmission Cyclic Durability Test Parts Inspection and Wear Measurements  
Annex A7  
1.8 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.

SCOPE
1.1 This specification covers test methods and acceptance criteria for determining the acceptability of gear oils for applications that specify a lubricant meeting the performance requirements of API Category GL-5 service. Lubricants that meet these performance requirements are typically intended for use in automotive axles, particularly those containing hypoid gears, operating under various combinations of high-speed/shock-load and low-speed/high-torque conditions.  
1.2 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered 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.

ABSTRACT
This specification provides a list of test methods and acceptance criteria for determining the performance acceptability of gear lubricants used in nonsynchronized heavy duty manual transmission (MT-1). The test methods listed here shall be able to examine the following properties of the gear lubricants: viscosity increase; pentane insolubles; toluene insolubles; carbon/varnish rating; sludge rating; hardness and volume change, and elongation of polyacrylate and fluoroelastomer; falling load stage; and foam tendency.
SCOPE
1.1 This specification lists the test methods and acceptance criteria for determining the acceptability of lubricants used in nonsynchronized heavy duty manual transmissions.  
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 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 It is important that engine oils from different manufacturers be homogeneous and miscible with each other, because operators of automotive engines often do not have prior knowledge of the manufacturer of the oil that is currently used in their application, and engine failure can occur if oils are combined that do not stay homogeneous and function properly.
SCOPE
1.1 This test method covers the determination if an automotive engine oil is homogeneous and will remain so, and if it is miscible with certain standard reference oils after being submitted to a prescribed cycle of temperature changes. This test method is very similar to the homogeneity and miscibility test described in FED–STD–791/3470.1.  
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 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This bench test method was designed as a replacement for Test Method D5844. Test Method D5844 was designed to measure the ability of an engine oil to protect valve train components against rusting or corrosion under low temperature, short-trip service, and was correlated with vehicles in that type of service prior to 1978.5  
5.1.1 Correlation between these two test methods has been demonstrated for most, but not all, of the test oils evaluated.
SCOPE
1.1 This test method covers a Ball Rust Test (BRT) procedure for evaluating the anti-rust ability of fluid lubricants. The procedure is particularly suitable for the evaluation of automotive engine oils under low-temperature, acidic service conditions.  
1.2 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.  
1.2.1 Exceptions—Where there is no direct equivalent, such as the units for 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, health, and environmental practices and determine the applicability of regulatory limitations prior to use. See 7.1.1 – 7.1.3 and 8.2.1.1.  
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 used to evaluate an automotive engine oil's control of engine deposits under operating conditions deliberately selected to accelerate deposit formation. This test method was correlated with field service data, determined from side-by-side comparisons of two or more oils in police, taxi fleets, and delivery van services. The same field service oils were then used in developing the operating conditions of this test procedure.
FIG. 1 Schematic of Engine Fuel System  
5.2 This test method, along with other test methods, defines the minimum performance level of the API Category SL (detailed information about this category is included in Specification D4485). This test method is also incorporated in automobile manufacturers' factory-fill specifications.  
5.3 The basic engine used in this test method is representative of many that are in modern automobiles. This factor, along with the accelerated operating conditions, should be considered when interpreting test results.
SCOPE
1.1 This test method covers and is commonly referred to as the Sequence VG test,2 and it has been correlated with vehicles used in stop-and-go service prior to 1996, particularly with regard to sludge and varnish formation.3 It is one of the test methods required to evaluate oils intended to satisfy the API SL performance category.  
1.2 The values stated in SI units are to be regarded as the standard. No other units of measurement are included in this standard.  
1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, or specified single source equipment.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 7.7, 7.10.2.2, 8.3.4.2, 8.4.4.3, 9.2.6, 9.3.4.5, 12.1.1.7, 12.2.1.4, and Annex A5.  
1.4 A Table of Contents follows:
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus (General Description)  
6  
Apparatus (The Test Engine)  
7  
Sequence VG Test Engine  
7.1  
Required New Engine Parts  
7.2  
Reusable Engine Parts  
7.3  
Specially Fabricated Engine Parts  
7.4  
Special Engine Measurement and Assembly Equipment  
7.5  
Miscellaneous Engine Components-Preparation  
7.6  
Solvents and Cleaners Required  
7.7  
Assembling the Test Engine-Preparations  
7.8  
Assembling the Test Engine-Installations  
7.9  
Engine Installation on the Test Stand  
7.10  
Engine Fluids (Supply/Discharge Systems)  
8  
Intake Air  
8.1  
Fuel and Fuel System  
8.2  
Engine Oil and Engine Oil System  
8.3  
Coolants  
8.4  
Measurement Instrumentation  
9  
Temperatures  
9.1  
Pressures  
9.2  
Flow Rates  
9.3  
Fuel Consumption  
9.4  
Speed and Load  
9.5  
Exhaust Gas  
9.6  
Humidity  
9.7  
Miscellaneous Laboratory Equipment  
10  
Test Stand Calibration  
11  
Test Procedure  
12  
Pre-Test Procedure  
12.1  
Engine Operating Procedure  
12.2  
Periodic Measurements and Functions  
12.3  
Special Maintenance Procedures  
12.4  
Diagnostic Data Review  
12.5  
End of Test Procedure  
12.6  
Interpretation of Test Results  
13  
Parts Rating Area-Environment  
13.1  
Sludge Ratings  
13.2  
Varnish Ratings  
13.3  
Clogging  
13.4  
Sticking  
13.5  
Used Oil Analyses  
13.6  
Assessment of Test Validity  
14  
General  
14.1  
Used Oil Anal...

ABSTRACT
This standard specification describes four categories of two-stroke-cycle gasoline engine lubricants based on their miscibility with gasoline and their low-temperature fluidity. The lubricant categories are classified according to the temperature at which the tests are conducted. The lubricants shall meet the requirements for viscosity and miscibility with gasoline. Miscibility test method shall be done using a rotator, graduated cylinders, stoppered flask, and freezer, and shall use reference oil and any full-boiling-range gasoline as indicated in the specification. Fluidity test method shall be done using Brookfield viscometer and its associated equipment. All test method shall be in accordance with the calibration and standardization procedure indicated in the specification.
SCOPE
1.1 This specification covers four categories of lubricants intended for use in two-stroke-cycle spark-ignition gasoline engines based on their miscibility with gasoline and their low-temperature fluidity.  
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 The following safety hazards caveat pertains only to the test methods described in this specification. 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 was developed to evaluate automotive engine oils for protection against oil thickening and engine wear during moderately high-speed, high-temperature service.  
5.2 The increase in oil viscosity obtained in this test method indicates the tendency of an oil to thicken because of oxidation. In automotive service, such thickening can cause oil pump starvation and resultant catastrophic engine failures.  
5.3 The deposit ratings for an oil indicate the tendency for the formation of deposits throughout the engine, including those that can cause sticking of the piston rings in their grooves. This can be involved in the loss of compression pressures in the engine.  
5.4 The camshaft and lifter wear values obtained in this test method provide a measure of the anti-wear quality of an oil under conditions of high unit pressure mechanical contact.  
5.5 The test method was developed to correlate with oils of known good and poor protection against oil thickening and engine wear. Specially formulated oils that produce less than desirable results with unleaded fuels were also used during the development of this test method.  
5.6 The Sequence IIIF engine oil test has replaced the Sequence IIIE test and can be used in specifications and classifications of engine lubricating oils, such as:  
5.6.1 Specification D4485,  
5.6.2 Military Specification MIL-PRF-2104, and  
5.6.3 SAE Classification J183.
SCOPE
1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature performance characteristics, including oil thickening, varnish deposition, oil consumption, as well as engine wear. Such oils include both single viscosity grade and multiviscosity grade oils that are used in both spark-ignition, gasoline-fueled engines, as well as in diesel engines.
Note 1: Companion test methods used to evaluate engine oil performance for specification requirements are discussed in SAE J304.  
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—The values stated in inches for ring gap measurements are to be regarded as standard, and where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or single source supply equipment specifications.  
1.3 This test method is arranged as follows:    
Subject  
Section  
Scope  
1  
Referenced Documents  
2  
Terminology  
3  
Summary of Test Method  
4  
Significance and Use  
5  
Apparatus  
6  
Laboratory  
6.1  
Drawings  
6.2  
Specified Equipment  
6.3  
Test Engine  
6.4  
Engine Parts  
6.4.1  
Engine Speed and Torque Control  
6.5  
Sequence IIIF Fluid Conditioning Module  
6.6  
Engine Cooling System  
6.6.1  
Flushing Tank  
6.7  
Coolant Mixing Tank  
6.8  
Condenser Cooling Systems  
6.9  
Engine Oil-Cooling System  
6.10  
Fuel System  
6.11  
Induction Air Supply Humidity, Temperature, and Pressure  
6.12  
Temperature Measurement  
6.13  
Thermocouple Location  
6.13.1  
Air-to-Fuel Ratio Determination  
6.14  
Injector Flow Testing  
6.14.1  
Exhaust and Exhaust Back Pressure Systems  
6.15  
Blowby Flow Rate Measurement  
6.16  
Pressure Measurement and Pressure Sensor Location  
6.17  
Reagents and Materials  
7  
Test Fuel  
7.1  
Engine and Condenser Coolant  
7.2  
Coolant Additive  
7.3  
Coolant Preparation  
7.4  
Pre-Test Cleaning Materials  
7.5  
Sealing and Anti-seize Compounds  
7.6  
Test Oil Sample Requirements  
8  
Preparation of Apparatus  
9  
Condenser Cleaning  
9.1  
Intake Manifold Cleaning  
9.3  
Cleaning of Engine Parts (other than the block and heads)  
9.4  
Engine Block Cleaning  
9.5  
Cylinder Head Cleaning  
9.6  
Engine Build-up Procedure  
9.7  
Ge...