5.1 Wheel force or torque transducers are used under dynamic test conditions, and the measurements are subject to many error sources. The static calibration recommended by the present standard cannot eliminate all error sources. Its significance is in providing an accurate calibration of the transducer and the associated electronics, readout, and recording equipment.5.2 Calibration result may be used to either make mechanical or electronic adjustments until the readout agrees with the calibration input. Alternatively, calibration curves or tables may be prepared to be used as corrections to measured results.1.1 This test method covers the calibration of the force (or torque) transducer and associated instrumentation of a mounted test wheel by using a calibration platform.1.2 This test method is a static calibration, simulating the traction force between a tire and the pavement.1.3 In the case of a force-measuring system, the instrumentation readout is directly proportional to the calibration force input.1.4 In the case of a torque-measuring system, the instrumentation readout is a measure of the calibration force input and the effective tire radius.1.5 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the 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 limitations 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.

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5.1 This test method describes a technique for assessing the performance characteristics of tires in a winter environment on snow and ice surfaces. When snow is referred to hereafter, ice is implied as appropriate.5.2 The measured values quantify the dynamic longitudinal traction properties of tires under driving torque. Dynamic traction properties are obtained on snow surfaces prepared in accordance with the stated test procedures and attempts to quantify the tires' performance when integrated into a vehicle-environmental system. Changing any one of these environmental factors will change the measurements obtained on a subsequent test run.5.3 This test method addresses longitudinal driving traction properties only on snow and ice surfaces. Refer to Test Methods F1572 for test methods for braking and lateral traction properties on snow or ice, or both.1.1 This test method covers a procedure for measuring the driving traction of passenger car and light truck tires while traveling in a straight line on snow- or ice-covered surfaces.1.2 This test method utilizes a dedicated, instrumented, four-wheel rear-wheel drive test vehicle with a specially instrumented drive axle to measure fore-aft and vertical forces acting on a single driven test tire.1.3 This test method is suitable for research and development purposes where tires are compared during a single series of tests. They may not be suitable for regulatory statutes or specification acceptance because the values obtained may not necessarily agree or correlate either in rank order or absolute traction performance level with those obtained under other environmental conditions on other surfaces or the same surface after additional use.1.4 The values stated in SI units are to be regarded as the standard. Ordinarily, N and kN should be used as units of force. This standard may utilize kgf as a unit of force in order to accommodate the use of load and pressure tables, as found in other standards both domestic and global that are commonly used with this standard. The values given in parentheses 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 limitations 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.

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5.1 This test method measures the permanent deformation behavior and rutting resistance of an asphalt mixture specimen.5.2 This method can also measure moisture susceptibility of an asphalt mixture specimen if required by the agency.NOTE 1: The quality of the results produced by this standard are dependent on the competence of the personnel performing the procedure and the capability, calibration, and maintenance of the equipment used. Agencies that meet the criteria of Specification D3666 are generally considered capable of competent and objective testing, sampling, inspection, etc. Users of this standard are cautioned that compliance with Specification D3666 alone does not completely ensure reliable results. Reliable results depend on many factors; following the suggestions of Specification D3666 or some similar acceptable guideline provides a means of evaluating and controlling some of those factors.1.1 This test method describes a procedure for testing permanent deformation behavior and rutting resistance of compacted asphalt mixtures using a modified version of a loaded wheel tracker device2 utilizing controlled confining pressure. The test specimen is tested either dry or moisture conditioned. A laboratory roller compactor or its equivalent is used to prepare test slabs of 305 mm by 305 mm [12 in. by 12 in.] and thickness 50 mm, 75 mm, or 100 mm [2 in., 3 in., or 4 in.] depending on the nominal maximum aggregate size. The thickness of the specimen must be at least two and half times the nominal maximum aggregate size. Alternatively, saw-cut slab specimens with dimensions 305 mm by 305 mm [12 in. by 12 in.] and thickness 50 mm to 100 mm [2 in. to 4 in.] may be secured from the field.1.2 Units—The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.1.3 The text of this standard references notes and footnotes which provide explanatory material. These notes and footnotes (excluding those in tables and figures) shall not be considered as requirements of the standard.1.4 Since a precision estimate for this standard has not been fully developed, the test method is to be used for research and informational purposes only. Therefore, this standard should not be used for acceptance or rejection of a material for purchasing purposes.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 limitations 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.

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5.1 This test method differentiates among wheel bearing greases having distinctly different high-temperature leakage characteristics. It is not the equivalent of longtime service tests.5.2 This test method has proven to be helpful in screening greases with respect to leakage tendencies for automotive wheel bearing applications.NOTE 1: It is possible for skilled operators to observe changes in grease characteristics that can occur during the test, such as grease condition. Leakage is reported as a quantitative value, whereas the evaluation of grease condition is subject to differences in personal judgment among operators and cannot be used effectively for quantitative measurements.1.1 This test method covers a laboratory procedure for evaluating leakage tendencies of wheel bearing greases when tested under prescribed 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. The exception is apparatus dimensions, in inches, which are to be regarded as the 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. For specific warning statements, see Section 8.1.4 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.

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5.1 This test method may be used for calibration of speed and distance measurement systems used on tire test vehicles and tire test trailers, or any land-based vehicle that contacts the road and that uses a trailing-wheel system for measurement of speed and distance. This test method applies only to hard, dry, smooth surfaces and is not accurate for highly curved vehicle paths. This test method does not encompass optical types of devices.1.1 This test method covers the determination of vehicle speed and cumulative distance traveled using a device termed a fifth wheel and using appropriate associated instrumentation.1.2 This test method also describes the calibration technique applicable to digital or analog speed and distance measurement systems employing a fifth wheel.1.3 The values stated in SI (millimetre-kilogram) units are to be regarded as the 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 and health practices and determine the applicability of regulatory limitations prior to use. For specific precautionary statements, see Section 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.

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4.1 The use of laboratory-obtained polishing curves and speed gradients on proposed aggregate combinations and pavement mixtures are helpful tools in predicting the polishing characteristics of these surfaces if placed in field service.1.1 This practice describes a laboratory procedure for estimating the extent to which aggregates or pavement surfaces are likely to polish when subjected to traffic. Specimens to be evaluated for polishing resistance are placed in a circular track and subjected to the wearing action of four small-diameter, pneumatic tires without use of abrasive or water. Terminal polish is achieved after approximately 8 h of exposure.1.2 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.

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5.1 The severity of abrasive wear in any system will depend upon the abrasive particle size, shape, and hardness, the magnitude of the stress imposed by the particle, and the frequency of contact of the abrasive particle. In this practice these conditions are standardized to develop a uniform condition of wear which has been referred to as scratching abrasion (1 and 3). The value of the practice lies in predicting the relative ranking of various materials of construction in an abrasive environment. Since the practice does not attempt to duplicate all of the process conditions (abrasive size, shape, pressure, impact, or corrosive elements), it should not be used to predict the exact resistance of a given material in a specific environment. Its value lies in predicting the ranking of materials in a similar relative order of merit as would occur in an abrasive environment. Volume loss data obtained from test materials whose lives are unknown in a specific abrasive environment may, however, be compared with test data obtained from a material whose life is known in the same environment. The comparison will provide a general indication of the worth of the unknown materials if abrasion is the predominant factor causing deterioration of the materials.1.1 This test method covers laboratory procedures for determining the resistance of metallic materials to scratching abrasion by means of the dry sand/rubber wheel test. It is the intent of this test method to produce data that will reproducibly rank materials in their resistance to scratching abrasion under a specified set of conditions.1.2 Abrasion test results are reported as volume loss in cubic millimetres for the particular test procedure specified. Materials of higher abrasion resistance will have a lower volume loss.NOTE 1: In order to attain uniformity among laboratories, it is the intent of this test method to require that volume loss due to abrasion be reported only in the metric system as cubic millimetres. 1 mm3 = 6.102 × 10−5 in.3.1.3 This test method covers five recommended procedures which are appropriate for specific degrees of wear resistance or thicknesses of the test material.1.3.1 Procedure A—This is a relatively severe test which will rank metallic materials on a wide volume loss scale from low to extreme abrasion resistance. It is particularly useful in ranking materials of medium to extreme abrasion resistance.1.3.2 Procedure B—A short-term variation of Procedure A. It may be used for highly abrasive resistant materials but is particularly useful in the ranking of medium- and low-abrasive-resistant materials. Procedure B should be used when the volume–loss values developed by Procedure A exceeds 100 mm3.1.3.3 Procedure C—A short-term variation of Procedure A for use on thin coatings.1.3.4 Procedure D—This is a lighter load variation of Procedure A which is particularly useful in ranking materials of low-abrasion resistance. It is also used in ranking materials of a specific generic type or materials which would be very close in the volume loss rates as developed by Procedure A.1.3.5 Procedure E—A short-term variation of Procedure B that is useful in the ranking of materials with medium- or low-abrasion resistance.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.

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