1.1 This specification describes an alcohol-carboxylic acid blend, referred to as the microemulsion blendstock.1.1.1 Warning—The microemulsion blendstock should be stored in facilities and equipment designed for oxygenated and low flashpoint liquids.1.2 The microemulsion blendstock is to be blended with fuel oils to produce a microemulsion test fuel oil that consists of inverse micelles.NOTE 1: While no fuel standard currently exists for a microemulsion test fuel oil, work to develop one is underway.NOTE 2: Typical fuel oils that could be used for blending with microemulsion blendstock are fuels that comply with Specifications D975 and D396 and may contain up to 5 % by volume biodiesel.NOTE 3: Testing with test fuels containing 10 % microemulsion blendstock using B5 as a base fuel did not show any detrimental changes to specified fuel properties relative to B0 base fuels, but can impair measurement of microemulsion blendstock concentration.1.2.1 The microemulsion test fuel oil (to be made from this blendstock) is to be used for testing and demonstration purposes only in specific equipment and vehicles that are suited for or have been equipped with safety precautions for use with low flashpoint fuels and oxygenated fuels such as ethanol. Minimum safety precautions may include flame arrestors and grounding straps.NOTE 4: The low flash point of this blendstock relative to conventional diesel fuel increases certain hazards during storage and distribution.1.3 Nothing in this specification shall preclude observance of federal, state, or local regulations, which may be more restrictive.1.4 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.1.5 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.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 The quantitative determination of hindered phenol antioxidants in a new turbine oil measures the amount of this material that has been added to the oil as protection against oxidation. Beside phenols, turbine oils can be formulated with other antioxidants such as amines which can extend the oil life. In used oil, the determination measures the amount of original (phenolic) antioxidant remaining after oxidation have reduced its initial concentration. This test method is not designed or intended to detect all of the antioxidant intermediates formed during the thermal and oxidative stressing of the oils, which are recognized as having some contribution to the remaining useful life of the used or in-service oil. Nor does it measure the overall stability of an oil, which is determined by the total contribution of all species present. Before making final judgment on the remaining useful life of the used oil, which might result in the replacement of the oil reservoir, it is advised to perform additional analytical techniques (in accordance with Practices D6224 and D4378), having the capability of measuring remaining oxidative life of the used oil.5.1.1 This test method is applicable to non-zinc turbine oils. These are refined mineral oils containing rust and oxidation inhibitors, but not antiwear additives. This test method has not yet been established with sufficient precision for antiwear oils.5.2 This test method is also suitable for manufacturing control and specification acceptance.5.3 When a voltammetric analysis is obtained for a turbine oil inhibited with a typical hindered phenol antioxidant, there is an increase in the current of the produced voltammogram between 3 s to 5 s (or 0.3 V to 0.6 V applied voltage) (see Note 1) in the basic test solution (Fig. 1—x-axis 1 second = 0.1 V). Hindered phenol antioxidants detected by voltammetric analysis include, but are not limited to, 2,6-di-tert-butyl-4-methylphenol; 2,6-di-tert-butylphenol and 4,4'-methylenebis(2,6-di-tert-butylphenol).NOTE 1: Voltages listed with respect to reference electrode. The voltammograms shown in Figs. 1 and 2 were obtained with a platinum reference electrode and a voltage scan rate of 0.1 V/s.FIG. 2 Amine and Hindered Phenols Peaks in the Basic Test Solution with Blank Response ZeroedNOTE 1: x-axis = time (seconds) and y-axis is current (arbitrary units). Top line in Fig. 2 is fresh oil, and lower line is used oil.5.4 For non-zinc turbine oils containing aromatic (aryl) amine compounds (antioxidants and corrosion inhibitors), there is an increase in the current of the produced voltammogram between 7 s to 11 s (0.7 V to 1.1 V applied voltage in Fig. 2) (see Note 1) which does not interfere with the hindered phenol measurement in the basic test solution. For the measurement of these aromatic amine antioxidants, refer to Test Method D6971, where the neutral test solution shall be used.1.1 This test method covers the voltammetric determination of hindered phenol antioxidants in new or in-service non-zinc turbine oils in concentrations from 0.0075 % by weight up to concentrations found in new oils by measuring the amount of current flow at a specified voltage in the produced voltammogram.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.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 The ICN value determined by this test method provides a measure of the ignition characteristics of diesel fuel oil used in compression ignition engines.5.2 This test can be used by engine manufacturers, petroleum refiners, fuel producers and in commerce as a specification aid to relate or match fuels and engines.5.3 The relationship of diesel fuel ICN determinations to the full scale, variable speed, variable load diesel engine is not completely understood.5.4 This test can be applied to non-conventional diesel fuels.5.5 This test determines ICN; it requires a sample of approximately 40 mL and a test time of approximately 25 min.5.6 This test method is based on the Energy Institute Test Method IP 617.1.1 This test method covers the quantitative determination of the indicated cetane number (ICN) of conventional diesel fuel oils, and diesel fuel oils containing cetane number improver additives; it is applicable to products typical of Specification D975, Grades No.1-D and 2-D diesel fuel oils, European standard EN 590, and Canadian standards CAN/CGSB-3.517 and CAN/CGSB-3.520. The test method is also applicable to biodiesel, blends of diesel fuel oils containing biodiesel material (for example, materials as specified in Specifications D975, D6751, D7467 and European standards EN 14214, EN 16734, and EN 16709), diesel fuels from non-petroleum origin, hydrocarbon oils, diesel fuel oil blending components, aviation turbine fuels, and polyoxymethylene dimethyl ether (OME).1.2 This test method utilizes a constant volume combustion chamber (CVCC) with direct fuel injection into heated compressed air. The apparatus is calibrated using blends of reference fuels. ICN is determined directly from ignition delay using an instrument specific reference fuel calibration curve.1.3 This test method and its precision cover the calibrated range of 35 ICN to 85 ICN, inclusive. The analyzer can measure ICN outside the calibrated range, but the precision has not been determined.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.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. Some specific hazards statements are given in Section 7 on Hazards.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.

定价： 646元 / 折扣价： 550 元 加购物车

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 1978.55.1.1 Correlation between these two test methods has been demonstrated for most, but not all, of the test oils evaluated.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.

定价： 646元 / 折扣价： 550 元 加购物车

5.1 A knowledge of the sediment content of crude oils and fuel oils is important both to the operation of refining and the buying or selling of these commodities.1.1 This test method covers the determination of sediment in crude oils and fuel oils by extraction with toluene. The precision applies to a range of sediment levels from 0.01 % to 0.40 % mass, although higher levels may be determined.NOTE 1: Precision on recycled oils and crankcase oils is unknown and additional testing is required to determine that precision.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. For specific warning statements, see 6.1.1.6 and 7.1.1.4 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.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 Density is a fundamental physical property that may be used in conjunction with other properties to characterize the quality of crude oils.5.2 The density or relative density of crude oils is used for the conversion of measured volumes to volumes at the standard temperatures of 15 °C or 60 °F and for the conversion of crude mass measurements into volume units.5.3 The application of the density result obtained from this test method, for fiscal or custody transfer accounting calculations, may require measurements of the water and sediment contents obtained on similar specimens of the crude oil parcel.1.1 This test method covers the determination of the density, relative density, and API gravity of crude oils that may be handled in a normal fashion as liquids at test temperatures between 15 °C and 35 °C utilizing either manual or automated sample injection equipment. This test method applies to crude oils with high vapor pressures provided appropriate precautions are taken to prevent vapor loss during transfer of the sample to the density analyzer.1.2 This test method was evaluated in interlaboratory study testing using crude oils in the 0.75 g/mL to 0.95 g/mL range. Lighter crude oil may require special handling to prevent vapor losses.1.3 The values stated in SI units are to be regarded as standard. Other units of measurement are included in this standard. The accepted units of measurement of density are grams per millilitre and kilograms per cubic metre.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 7.4, 7.5, and 7.6.1.5 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.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 Significance of Low Temperature, Low Shear Rate, Engine Oil Rheology—The low-temperature, low-shear viscometric behavior of an engine oil, whether new, used, or sooted, determines whether the oil will flow to the sump inlet screen, then to the oil pump, then to the sites in the engine requiring lubrication in sufficient quantity to prevent engine damage immediately or ultimately after cold temperature starting. Two forms of flow problems have been identified,3 flow-limited and air-binding behavior. The first form of flow restriction, flow-limited behavior, is associated with the oil's viscosity; the second, air-binding behavior, is associated with gelation.5.2 Significance of the Test Method—The temperature-scanning technique employed by this test method was designed to determine the susceptibility of the engine oil to flow-limited and air-binding response to slow cooling conditions by providing continuous information on the rheological condition of the oil over the temperature range of use.3,4,5 In this way, both viscometric and gelation response are obtained in one test.NOTE 1: This test method is one of three related to pumpability related problems. Measurement of low-temperature viscosity by the two other pumpability test methods, D3829 and D4684, hold the sample in a quiescent state and generate the apparent viscosity of the sample at shear rates ranging up to 15 s-1 and shear stresses up to 525 Pa at a previously selected temperature. Such difference in test parameters (shear rate, shear stress, sample motion, temperature scanning, and so forth) can lead to differences in the measured apparent viscosity among these methods with some test oils, particularly when other rheological factors associated with gelation are present. In addition, the three methods differ considerably in cooling rates.5.3 Gelation Index and Gelation Index Temperature—This test method has been further developed to yield parameters called the Gelation Index and Gelation Index Temperature. The first parameter is a measure of the maximum rate of torque increase caused by the rheological response of the oil as the oil is cooled slowly. The second parameter is the temperature at which the Gelation Index occurs.1.1 This test method covers how to measure the apparent viscosity of used and soot-containing engine oils at low temperatures.1.2 A shear rate of approximately 0.2  s-1 is produced at shear stresses below 200 Pa. Apparent viscosity is measured continuously as the sample is cooled at a rate of 3 °C per hour over the range of −5 °C to −40 °C.1.3 The measurements resulting from this test method are viscosity, the maximum rate of viscosity increase (Gelation Index) and the temperature at which the Gelation Index occurs.1.4 Applicability to petroleum products other than engine oils has not been determined in preparing this test method.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 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.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 Automatic determination of stability parameters using a light back-scattering technique improves accuracy and removes human errors. In manual testing, operators have to visually compare oil stains on pieces of filter paper to determine if asphaltenes have been precipitated.5.2 Refinery thermal and hydrocracking processes can be run closer to their severity limits if stability parameters can be calculated more accurately. This gives increased yield and profitability.5.3 Results from the test method could be used to set a standard specification for stability parameters for fuel oils.5.4 The compatibility parameters of crude oils can be used in crude oil blending in refineries to determine, in advance, which crude oil blends will be compatible and thus can be used to minimize plugging problems, unit shut downs, and maintenance costs. Determination of crude oil compatibility parameters also enables refineries to select crude oil mixtures more economically.5.5 This test method can measure stability and compatibility parameters, and determine stability reserve on different blends for particular applications to optimize the blending, storage, and use of heavy fuel oilsNOTE 1: Users of this test method would normally use stability and compatibility parameters to determine stability reserve of residual products, fuel blends and crude oils. However, the interpretation of stability, stability reserve and compatibility is heavily ‘use dependent,’ and is beyond the scope of this test method.1.1 This test method covers an automated procedure involving titration and optical detection of precipitated asphaltenes for determining the stability and compatibility parameters of refinery residual streams, residual fuel oils, and crude oils. Stability in this context is the ability to maintain asphaltenes in a peptized or dissolved state and not undergo flocculation or precipitation. Similarly, compatibility relates to the property of mixing two or more oils without precipitation or flocculation of asphaltenes.1.2 This test method is applicable to residual products from atmospheric and vacuum distillation, from thermal, catalytic, and hydrocracking processes, to products typical of Specifications D396, Grades No. 5L, 5H, and 6, and D2880, Grades No. 3-GT and 4-GT, and to crude oils, providing these products contain 0.05 mass % or greater concentration of asphaltenes.1.3 This test method is not relevant to oils that contain less than 0.05 % asphaltenes, and would be pointless to apply to unstable oils that already contain flocculated asphaltenes.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.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.

定价： 646元 / 折扣价： 550 元 加购物车

4.1 Measuring the total carbon content of feedstock oil is often a necessary component in calculations for carbon dioxide emissions, estimating yield of a process, or assessing product quality.4.2 The carbon black industry measures carbon content of feedstock oils along with carbon content of carbon black products per Test Method D7633 for Carbon Black-Carbon Content in calculations to determine carbon dioxide emissions for compliance with governmental greenhouse-gas-reporting requirements.1.1 This test method covers the instrumental determination of carbon content in samples of carbon black feedstock oils. Values obtained represent the total carbon content.1.2 This test method is applicable to carbon black feedstock oils derived from petroleum, coal, and other sources which include fuel oils, residues, tars, pitches, reclaimed oils, and similar materials that are normally handled as liquids. This test method is applicable to products that typically contain 75 to 94 mass % carbon.1.3 The results of these tests can be expressed as mass % carbon.1.4 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.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.

定价： 515元 / 折扣价： 438 元 加购物车

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.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.21.2 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.

定价： 918元 / 折扣价： 781 元 加购物车

5.1 The evaporation loss is of particular importance in engine lubrication. Where high temperatures occur, portions of an oil can evaporate.5.2 Evaporation may contribute to oil consumption in an engine and can lead to a change in the properties of an oil.5.3 Many engine manufacturers specify a maximum allowable evaporation loss.5.4 Some engine manufacturers, when specifying a maximum allowable evaporation loss, quote this test method along with the specifications.5.5 The apparatuses used in Procedure C (see Annex A2) and Procedure D, also permit collection of the volatile oil vapors for determination of their physical and chemical properties. Elemental analysis of the collected volatiles may be helpful in identifying components such as phosphorous, which has been linked to premature degradation of the emission system catalyst.1.1 This test method covers four procedures for determining the evaporation loss of lubricating oils (particularly engine oils). The evaporation measured is reported as percent total loss. The test method relates to one set of operating conditions but may be readily adapted to other conditions as required.1.2 Procedure B and Procedure D that are in the main section of the test method provide equivalent results. Procedures A and C, which are in Annex A1 and Annex A2, have equivalent results. It has been determined that Procedures A and C show a slight bias when compared to Procedures B and D. Procedures B and D give slightly higher results versus Procedures A and C on formulated engine oils, while Procedures B and D give lower results versus Procedures A and C on basestocks. Thus, a correction factor is utilized to convert between the two sets of Procedures based on the fluid type.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.

定价： 843元 / 折扣价： 717 元 加购物车

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 baseline calibration oil (hereafter referred to as BC oil) has been established for this test to provide a standard against which all other oils can be compared. The BC oil is an SAE 5W-30 grade fully formulated lubricant. There is a direct correlation of Test Method D6837 (Sequence VIB) Fuel Economy Improvement (FEI) by percent with the fuel economy results obtained from vehicles representative of current production running under the current EPA testing cycles. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. Rather, it was developed to compare a test oil to BC 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 VIB 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 Publication 1509.5.2.3 SAE Classification J304.5.2.4 SAE Classification J1423.1.1 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 of 3856 kg or less. The tests are conducted on a dynamometer test stand using a specified spark-ignition engine with a displacement of 4.6-L. It applies to multiviscosity grade oils used in these applications.1.2 This test method also provides for the running of an abbreviated length test that is referred to as the VIBSJ. The procedure for VIBSJ is identical to the Sequence VIB with the exception of the items specifically listed in Annex A13. The procedure modifications listed in Annex A13 refer to the corresponding section of the Sequence VIB 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.1.3.1 Exceptions—Where there is no direct SI equivalent such as screw threads, National Pipe Threads/diameters, tubing size, or single source supply equipment specifications. Brake Specific Fuel Consumption is measured in kilograms per kilowatthour. In Figs. A2.4, A2.5, and A2.8, inch-pound units are to be regarded as 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.1.5 This test method is arranged as follows:Subject SectionIntroduction   1Referenced Documents 2Terminology 3Summary of Test Method 4 5Apparatus 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 Flowmeter 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 Flowmeter 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  ECM/EEC (Engine Control) Module 6.13.2  Thermostat/Orifice Plate 6.13.3  Intake Manifold 6.13.4  Flywheel 6.13.5  Wiring Harnesses 6.13.6  EGR Block-Off Plate 6.13.7  Oil Pan 6.13.8  Oil Pump Screen and Pickup Tube 6.13.9  Idle Speed Control Solenoid (ISC) Block-Off   Plate 6.13.10  Engine Water Pump 6.13.11  Thermostat Housing 6.13.12  Oil Filter Adapter 6.13.13  Fuel Rail 6.13.14 Miscellaneous Apparatus Related to Engine  Operation 6.14  Timing Light 6.14.1Reagents and Materials 7 Engine Oil 7.1 Test Fuel 7.2 Engine Coolant 7.3 Cleaning Materials 7.4Preparation of Apparatus 8 Test Stand Preparation 8.2Engine Preparation 9 Cleaning of Engine Parts 9.2 Engine Assembly Procedure 9.3  General Assembly Instructions 9.3.1  Bolt Torque Specifications 9.3.2  Sealing Compounds 9.3.3  Harmonic Balancer 9.3.5  Oil Pan 9.3.6  Intake Manifold 9.3.7  Camshaft Covers 9.3.8  Thermostat 9.3.9  Thermostat Housing 9.3.10  Coolant Inlet 9.3.11  Oil Filter Adapter 9.3.12  Dipstick Tube 9.3.13  Water Pump 9.3.14  Sensors, Switches, Valves, and Positioners 9.3.15  Ignition System 9.3.16  Fuel Injection System 9.3.17  Intake Air System 9.3.18  Engine Management System (Spark and Fuel   Control) 9.3.19  Accessory Drive Units 9.3.20  Exhaust Manifolds 9.3.21  Engine Flywheel and Guards 9.3.22  Lifting of Assembled Engines 9.3.23  Engine Mounts 9.3.24Calibration 10 Stand/Engine Calibration 10.1  Procedure 10.1.1  Reporting of Reference Results 10.1.2  Analysis of Reference/Calibration Oils 10.1.3  Instrument Calibration 10.2  Engine Torque Measurement System 10.2.1  Fuel Flow Measurement System 10.2.2  Coolant Flow Measurement System 10.2.3  Thermocouple and Temperature Measurement   System 10.2.4  Humidity Measurement System 10.2.5  Other Instrumentation 10.2.6Test Procedure 11 Preparation for Initial Start-up of New Engine 11.1  External Oil System 11.1.1  Flush Effectiveness Demonstration 11.1.2  Preparation for Oil Charge 11.1.3  Oil Charge for Coolant Flush 11.1.4  Engine Coolant Charge for Coolant Flush 11.1.5 Initial Engine Start-up 11.2 Coolant Flush 11.3 New Engine Break-In 11.4  Oil Charge for Break-In 11.4.2  Break-In Operating Conditions 11.4.3 Routine Test Operation 11.5  Start-Up and Shutdown Procedures 11.5.8  Flying Flush Oil Exchange Procedures 11.5.9  Test Operating Stages 11.5.10  Stabilization to Stage Conditions 11.5.11  Stabilized BSFC Measurement Cycle 11.5.12  Data Logging 11.5.13  BC Oil Flush Procedure for BC Oil Before Test   Oil 11.5.14 BSFC Measurement of BC Oil Before Test Oil 11.5.15  Test Oil Flush Procedure 11.5.16  Test Oil Aging 11.5.17  BSFC Measurement of Aged (Phase I) Test Oil 11.5.18  Aging Phase II 11.5.19  BSFC Measurement of Aged (Phase II) Test Oil 11.5.21  BC Oil Flush Procedure for BC Oil After Test Oil 11.5.22  BSFC Measurement for BC Oil After Test Oil 11.5.23  General Test Data Logging Forms 11.5.24  Diagnostic Review Procedures 11.5.25 Determination of Test Results 12  FEI1 and FEI2 Calculations 12.1 Final Test Report 13  Validity Statement 13.1  Report Format 13.2Precision and Bias 14 Precision 14.1 Validity 14.2  Test Stand Calibration Status 14.2.1  Validity Interpretation of Deviant Operational   Conditions 14.2.2 Bias 14.3Keywords 15   Annexes  Role of ASTM TMC Annex A1Detailed Specifications and Drawings of Apparatus Annex A2Oil Heater Cerrobase Refill Procedure Annex A3Engine Part Number Listing Annex A4Flying Flush Checklists Annex A5Safety Precautions Annex A6Report Format Annex A7Statistical Equations for Mean and Standard Deviations Annex A8Oil Sump Full Level Determination Consumption Measurement Calibration Procedure Annex A9Fuel Injector Evaluation Annex A10Pre-test Maintenance Checklist Annex A11Blow-by Ventilation System Requirements Annex A12VIBSJ Abbreviated Length Test Requirements Annex A13   Appendix  Procurement of Test Materials Appendix X1

定价： 0元 / 折扣价： 0 元

1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature performance characteristics, including oil thickening, sludge and varnish deposition, and oil consumption, as well as engine wear. Such oils include both single viscosity grade and multiviscosity grade oils which 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 either acceptable metric units or in other units shall be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system must be used independently of the other, without combining values in any way. 1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. 1.4 This test method is arranged as follows: Subject Section Introduction 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 Hold-Back Fixture 6.4.2 Engine Speed and Load Control 6.5 Engine Cooling System 6.6 Flushing Tank 6.7 Coolant Mixing Tank 6.8 Jacketed Rocker Cover, Intake Manifold Crossover, and Breather Tube Cooling Systems 6.9 External Oil-Cooling System 6.10 Fuel System 6.11 Carburetor Air Supply Humidity, Temperature, and Pressure 6.12 Temperature Measurement 6.13 Thermocouple Location 6.13.1 Air-to-Fuel Ratio Determination 6.14 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 Additive Concentrate for the Coolant 7.2 Coolant Preparation 7.3 Pre-Test Cleaning Materials 7.4 Post-Test Cleaning Materials 7.5 Sealing and Anti-seize Compounds 7.6 Hazards 8 Test Oil Sample Requirements 9 Preparation of Apparatus 10 Oil Heat Exchanger Cleaning 10.1 Jacketed Rocker Cover Cleaning 10.2 Breather Tube Cleaning 10.3 Cleaning of Special Stainless Steel Parts 10.4 Intake Manifold Cleaning 10.5 Precision Rocker Shaft Follower Cleaning 10.6 Cleaning of Engine Parts (other than the block and heads) 10.7 Engine Block Cleaning 10.8 Cylinder Head Cleaning 10.9 Engine Build-up Procedure 10.10 General Information 10.10.1 Special Parts 10.10.2 Hardware Information 10.10.3 Sealing Compound Applications 10.10.4 Fastener Torque Specifications and Torquing Procedures 10.10.5 Main Bearing Cap Bolts 10.10.5.1 Cylinder Head Bolts 10.10.5.2 Intake Manifold Bolts 10.10.5.3 Torques for Miscellaneous Bolts, Studs, and Nuts 10.10.5.4 Parts Replacement 10.10.6 Engine Block Preparation 10.10.7 Piston Fitting and Numbering 10.10.8 Piston Ring Fitting 10.10.9 Pre-Test Camshaft and Lifter Measurements 10.10.10 Camshaft Bearing Installation 10.10.11 Camshaft Preparation 10.10.12 Camshaft Installation 10.10.13 Installation of Camshaft Hold-Back Fixture 10.10.14 Camshaft Sprocket, Crankshaft Sprocket, and Chain 10.10.15 Camshaft Thrust Button 10.10.16 Main Bearings 10.10.17 Crankshaft 10.10.18 Main Bearing Cap Installation 10.10.19 Crankshaft End Play 10.10.20 Piston Pin Installation 10.10.21 Piston Installation 10.10.22 Harmonic Balancer 10.10.23 Connecting Rod Bearings 10.10.24 Engine Front Cover 10.10.25 Coolant Inlet Adapter 10.10.26 Timing Mark Accuracy 10.10.27 Oil Pump 10.10.28 Oil Dipstick Hole 10.10.29 Oil Pan 10.10.30 Cylinder Head Assembly 10.10.31 Adjustment of Valve Spring Loads 10.10.32 Cylinder Head Installation 10.10.33 Hydraulic Valve Lifters 10.10.34 Pushrods 10.10.35 Precision Rocker Shaft Assembly 10.10.36 Valve Train Loading 10.10.37 Intake Manifold 10.10.38 Rocker Cover Deflectors and Stanchions 10.10.39 Rocker Covers 10.10.40 Water Inlet Adapter 10.10.41 Breather Tube 10.10.42 Coolant Outlet Adapter 10.10.43 Oil Fill Adapter 10.10.44 Oil Filter Adapter 10.10.45 Oil Sample Valve 10.10.46 Ignition System 10.10.47 Carburetor 10.10.48 Accessory Drive Units 10.10.49 Exhaust Manifolds, Water-Cooled 10.10.50 Engine Flywheel 10.10.51 Pressure Checking of Engine Coolant System 10.10.52 Lifting of Assembled Engines 10.11 Mounting the Engine on the Test Stand 10.12 External Cooling System Cleaning 10.13 Engine Coolant Jacket and Intake Manifold Coolant Crossover Cleaning (Flushing) 10.14 Coolant Charging 10.15 Test Oil Charging 10.16 Engine Oil Pump Priming and Cam-and-Lifter Pre- Test Lubrication 10.17 Calibration 11 Laboratory and Engine Test Stand Calibration 11.1 Testing of Reference Oils 11.1.1 Reference Oil Test Frequency 11.1.2 Reporting of Reference Oil Test Results 11.1.3 Evaluation of Reference Oil Test Results 11.1.4 Status of Non-reference Oil Tests Relative to Reference Oil Tests 11.1.5 Status of Test Stands Used for Non-Standard Tests 11.1.6 Instrumentation Calibration 11.2 Engine Operating Procedure 12 Dipstick and Hole Plug 12.1 Oil Fill Adapter 12.2 Carburetor Air Inlet Supply Line 12.3 Engine Start-up and Shutdown Procedures 12.4 Start-up 12.4.1 Shutdown 12.4.2 Non-Scheduled Shutdowns 12.4.3 Oil Sampling 12.5 Oil Leveling 12.6 Checks for Glycol Contamination 12.7 Air-to-Fuel-Ratio Measurement and Control 12.8 Blowby Flow Rate Measurement 12.9 NOx Determinations 12.10 Data Recording 12.11 Ignition Timing Run (Ten Minutes) 12.12 Break-In (4 Hours) 12.13 Engine Oil Quality Testing (64 Hours) 12.14 Test Termination 12.15 Determination of Test Results 13 Engine Disassembly 13.2 Preparation of Parts for Rating of Sticking, Deposits, and Plugging 13.3 Rating Environment 13.4 Part Sticking 13.5 Sludge Rating 13.6 Piston Skirt Deposits Rating 13.7 Oil Ring Land Deposits Rating 13.8 Part Plugging Observations 13.9 Visual Inspection for Scuffing and Wear 13.10 Post-Test Camshaft and Lifter Wear Measurements 13.11 Connecting Rod Bearing Weight Loss 13.12 Viscosity Test 13.13 Blowby Flow Rate Measurements 13.14 Oil Consumption Computation 13.15 Photographs of Test Parts 13.16 Retention of Representative Test Parts 13.17 Severity Adjustments 13.18 Determination of Operational Validity 13.19 Report 14 Report Forms 14.1 Use of SI Units 14.2 Precision of Reported Units 14.3 Deviations from Test Operational Limits 14.4 Oil Pressure Plot 14.5 Precision and Bias 15 Keywords 16 Annexes The Role of the ASTM Test Monitoring Center (TMC) and the Calibration Program A1 Sequence IIIE Engine Test Parts A2 Sequence IIIE Test Parts and Drawings A3 Sequence IIIE Test Fuel Analysis A4 Sequence IIIE Test Control Chart Technique for Developing and Applying Severity Adjustments A5 Sequence IIIE Test Reporting A6 Sequence IIIE Test Air-to-Fuel Ratio A7 Sequence IIIE Test Blowby Flow Rate Correction Factor A8 Appendixes Sequence IIIE Test-Engine Build Measurement Worksheets X1 Sequence IIIE Test-Pre- and Post-Test Measurements X2 Sequence IIIE Test-Cam Lobe Oiling Wand X3 Sequence IIIE Test-Operational Logs, Checklists, and Worksheets X4 Sequence IIIE Test-Rating Worksheets X5

定价： 0元 / 折扣价： 0 元

5.1 The tendency of oils to foam can be a serious problem in systems such as high-speed gearing, high-volume pumping, and splash lubrication. Inadequate lubrication, cavitation, and overflow loss of lubricant can lead to mechanical failure. This test method is used in the evaluation of oils for such operating conditions.1.1 This test method covers the determination of the foaming characteristics of lubricating oils at 24 °C and 93.5 °C. Means of empirically rating the foaming tendency and the stability of the foam are described.1.2 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.1.3 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.1.4 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. For specific warning statements, see Sections 7, 8, and 9.1.1.1.5 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.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 Pentane insolubles can include oil-insoluble materials and some oil-insoluble resinous matter originating from oil or additive degradation, or both.5.2 Toluene insoluble materials can come from (1) external contamination, (2) fuel carbon and highly carbonized materials from degradation of fuel, oil, and additives, or (3) engine wear and corrosion materials.5.3 A significant change in pentane insolubles, toluene insolubles (with or without coagulant), and insoluble resins indicates a change in oil which could lead to lubrication system problems.5.4 Insolubles measured can also assist in evaluating the performance characteristics of a used oil or in determining the cause of equipment failure.1.1 This test method covers the determination of pentane and toluene insolubles in used lubricating oils.1.2 Procedure A  covers the determination of insolubles without the use of coagulant in the pentane. It provides an indication of the materials that can readily be separated from the oil-solvent mixtures by centrifuging.1.3 Procedure B  covers the determination of insolubles in oils containing detergents and employs a coagulant for both the pentane and toluene insolubles. In addition to the materials separated by using Procedure A, this coagulation procedure separates some finely divided materials that may be suspended in the oil.NOTE 1: Results obtained by Procedures A and B should not be compared since they usually give different values. The same procedure should be employed when comparing values obtained periodically on an oil in use or when comparing results determined by two or more laboratories.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.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. For specific warning statements, see Section 7 and 9.1.1.1.6 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.

定价： 702元 / 折扣价： 597 元 加购物车