4.1 This test method comprises two phases and is used to evaluate the ignition sensitivity and fault tolerance of oxygen pressure regulators used for medical and emergency applications.4.2 Phase 1: Oxygen Pressure Shock Test—The objective of this test phase is to determine whether the heat or temperature from oxygen pressure shocks will result in burnout or visible heat damage to the internal parts of the pressure regulator.4.2.1 The criteria for a valid test are specified in ISO 10524–1, Section 6.6 for oxygen pressure regulators and ISO 10524–3, Section 6.6 for oxygen VIPRs.4.2.2 The pass/fail criteria for a pressure regulator are specified in ISO 10524–1, Section 6.6 for oxygen pressure regulators and ISO 10524–3, Section 6.6 for oxygen VIPRs.4.3 Phase 2: Promoted Ignition Test—4.3.1 Oxygen Pressure Regulator—The objective of this test phase is to determine if an ignition event upstream of the pressure regulator inlet filter will result in sustained combustion and burnout of the pressure regulator.4.3.1.1 The criterion for a valid test is either, (1) failure of the pressure regulator, as defined in 4.3.1.2, or (2) if the pressure regulator does not fail, consumption of at least 90 % of the ignition pill as determined by visual inspection or mass determination.4.3.1.2 Failure of the pressure regulator is defined as the breach of the pressurized regulator component (burnout), which may include the CGA 870 seal ring, and ejection of molten or burning metal or any parts, including the gauge, from the pressure regulator. See Appendix X6 Testing Pressure Regulators and VIPRs with Gauges. However, momentary (less than 1 s) ejection of flame through normal vent paths, with sparks that look similar to those from metal applied to a grinding wheel, is acceptable and does not constitute a failure.4.3.2 Oxygen VIPR—The objective of this test is to determine if an ignition event upstream of the shut-off valve or within the shut-off valve will result in sustained combustion and burnout of the VIPR, while the VIPR is flowing oxygen in the patient-use direction.4.3.2.1 The criterion for a valid test is either, (1) failure of the VIPR as defined in 4.3.2.2, or (2) if the VIPR does not fail, consumption of at least 90 % of the ignition pill as determined by visual inspection or mass determination. Although the intent and desired result is to provide sufficient energy to ignite the shut-off valve seat, ignition of the shut-off valve seat is not required for a valid test. See Rationale in Appendix X7.4.3.2.2 Failure of the VIPR is defined as the breach of the pressurized VIPR component (burnout) and ejection of molten or burning metal or any parts, including the gauge, from the VIPR. See Appendix X6 Testing Pressure Regulators and VIPRs with Gauges. However, momentary (less than 1 s) ejection of flame through normal vent paths, with sparks that look similar to those from metal applied to a grinding wheel, is acceptable and does not constitute a failure.4.3.3 There is no requirement that the oxygen pressure regulator or oxygen VIPR be functional after being subjected to the promoted ignition test.NOTE 4: The criterion for both the pressure regulator and VIPR Phase 2 tests does not include evaluation of external hardware (such as plastic guards and bags) that could be subjected to a momentary ejection of flame through normal vent paths.1.1 For the purpose of this standard, a pressure regulator, also called a pressure-reducing valve, is a device intended for medical or emergency purposes that is used to convert a medical or emergency gas pressure from a high, variable pressure to a lower, more constant working pressure [21 CFR 868.2700 (a)]. Some of these oxygen pressure regulators are a combination of a pressure regulator and cylinder valve. These devices are often referred to as valve integrated pressure regulators, or VIPRs.1.2 This standard provides an evaluation tool for determining the ignition sensitivity and fault tolerance of oxygen pressure regulators and VIPRs used for medical and emergency applications. An ignition-sensitive pressure regulator or VIPR is defined as having a high probability of ignition as evaluated by rapid pressurization testing (Phase 1). A fault-tolerant pressure regulator or VIPR is defined as having a low consequence of ignition as evaluated by forced ignition testing (Phase 2).NOTE 1: It is essential that a risk assessment be carried out on breathing gas systems, especially concerning toxic product formation due to ignition or decomposition of nonmetallic materials as weighed against the risk of flammability (refer to Guide G63 and ISO 15001.2). See Appendix X1 and Appendix X2 for details.1.3 This standard applies only to:1.3.1 Oxygen pressure regulators used for medical and emergency applications that are designed and fitted with CGA 540 inlet connections, CGA 870 pin-index adapters (CGA V-1), or EN ISO 407 pin-index adapters.1.3.2 Oxygen VIPRs used for medical and emergency applications that are designed to be permanently fitted to a medical gas cylinder.1.4 This standard is a test standard not a design standard; This test standard is not intended as a substitute for traditional design requirements for oxygen cylinder valves, pressure regulators and VIPRs. A well-designed pressure regulator or VIPR should consider the practices and materials in standards such as Guides G63, G88, G94, and G128, Practice G93, CGA E-18, CGA E-7, ISO 15001, ISO 10524-1 and ISO 10524-3.NOTE 2: Medical applications include, but are not limited to, oxygen gas delivery in hospitals and home healthcare, and emergency applications including, but not limited to, oxygen gas delivery by emergency personnel.1.5 This standard is also intended to aid those responsible for purchasing or using oxygen pressure regulators and VIPRs used for medical and emergency applications by ensuring that selected pressure regulators are tolerant of the ignition mechanisms that are normally active in oxygen systems.1.6 This standard does not purport to address the ignition sensitivity and fault tolerance of an oxygen regulator or VIPR caused by contamination during field maintenance or use. Pressure regulator and VIPR designers and manufacturers should provide design safeguards to minimize the potential for contamination or its consequences (see Guide G88).NOTE 3: Experience has shown that the use of bi-direction flow filters in components can lead to accumulation and re-release of contaminants (refer to Guide G88-05 Section 7.5.3.8 and EIGA Info 21/08).1.7 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.1.8 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.1.9 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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This specification covers nominally anhydrous denatured fuel ethanol intended for blending with unleaded or leaded gasolines for use as a spark-ignition automotive engine fuel. Denatured fuel ethanol shall conform to the specified performance requirements for the following: ethanol content, methanol, solvent-washed gum, water content, denaturant content, inorganic chloride content, copper content, acidity, pHe, sulfur content, sulfate content, appearance, and specific gravity. The only denaturants used for fuel ethanol shall be natural gasoline, gasoline components, or unleaded gasoline at the minimum concentration prescribed. Prohibited denaturants include methanol which does not meet the specified requirement, pyrroles, turpentine, ketones, and tars (high-molecular weight pyrolysis products of fossil or nonfossil vegetable matter). Sampling, containers, and sample handling techniques, and the test methods for determining conformance to the specified requirements are given.1.1 This specification covers nominally anhydrous denatured fuel ethanol intended to be blended with unleaded or leaded gasolines at 1 % to 15 % by volume for use as automotive spark-ignition engine fuel covered by Specification D4814 as well as other fuel applications or specifications involving ethanol. The significance of this specification is shown in Appendix X1.1.2 Jurisdictions may vary in their regulatory requirements for the allowable or prohibited types of denaturants, chemical composition of the denaturant or concentration of denaturant needed to denature the ethanol. The user is advised to check with the national and regional regulatory agencies where the ethanol is denatured and used.1.2.1 Specific regulatory requirements for denatured fuel ethanol and acceptable denaturants from various jurisdictions are given in Appendixes for information.1.3 The values stated in SI units are to be regarded as standard.1.3.1 Exception—Values given in parentheses are provided for information only. Non-SI units are shown in the Appendix if they are in a direct quotation from government regulations. In most cases, U.S. federal regulations specify non-SI units.1.4 The following safety hazards caveat pertains only to the method modification in 8.7 of 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.1.5 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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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 J183.1.1 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.

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5.1 Research O.N. correlates with commercial automotive spark-ignition engine antiknock performance under mild conditions of operation.5.2 Research O.N. is used by engine manufacturers, petroleum refiners and marketers, and in commerce as a primary specification measurement related to the matching of fuels and engines.5.2.1 Empirical correlations that permit calculation of automotive antiknock performance are based on the general equation:Values of k1, k2, and k3 vary with vehicles and vehicle populations and are based on road-O.N. determinations.5.2.2 Research O.N., in conjunction with Motor O.N., defines the antiknock index of automotive spark-ignition engine fuels, in accordance with Specification D4814. The antiknock index of a fuel approximates the Road octane ratings for many vehicles, is posted on retail dispensing pumps in the U.S., and is referred to in vehicle manuals.This is more commonly presented as:5.2.3 Research O.N. is also used either alone or in conjunction with other factors to define the Road O.N. capabilities of spark-ignition engine fuels for vehicles operating in areas of the world other than the United States.5.3 Research O.N. is used for measuring the antiknock performance of spark-ignition engine fuels that contain oxygenates.5.4 Research O.N. is important in relation to the specifications for spark-ignition engine fuels used in stationary and other nonautomotive engine applications.1.1 This laboratory test method covers the quantitative determination of the knock rating of liquid spark-ignition engine fuel in terms of Research O.N., including fuels that contain up to 25 % v/v of ethanol. However, this test method may not be applicable to fuel and fuel components that are primarily oxygenates.2 The sample fuel is tested using a standardized single cylinder, four-stroke cycle, variable compression ratio, carbureted, CFR engine run in accordance with a defined set of operating conditions. The O.N. scale is defined by the volumetric composition of PRF blends. The sample fuel knock intensity is compared to that of one or more PRF blends. The O.N. of the PRF blend that matches the K.I. of the sample fuel establishes the Research O.N.1.2 The O.N. scale covers the range from 0 to 120 octane number but this test method has a working range from 40 to 120 Research O.N. Typical commercial fuels produced for spark-ignition engines rate in the 88 to 101 Research O.N. range. Testing of gasoline blend stocks or other process stream materials can produce ratings at various levels throughout the Research O.N. range.1.3 The values of operating conditions are stated in SI units and are considered standard. The values in parentheses are the historical inch-pound units. The standardized CFR engine measurements continue to be in inch-pound units only because of the extensive and expensive tooling that has been created for this equipment.1.4 For purposes of determining conformance with all specified limits in this standard, an observed value or a calculated value shall be rounded “to the nearest unit” in the last right-hand digit used in expressing the specified limit, in accordance with the rounding method of Practice E29.1.5 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 8, 14.4.1, 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3 (6) and (9), A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.11.4, and X4.5.1.8.1.6 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 A variety of standard test methods, specifications, and regulations have been issued by a number of different standards developing organizations and regulatory authorities that contain ignition sources used to assess fire-test-response characteristics associated with flaming and non-flaming ignition. This practice describes such ignition sources and provides information on the standard method in which they are described.5.2 The ignition source to be chosen for any specific use needs to be relevant to the fire hazard associated with the intended application. Neither the scope of the standard containing the ignition source nor any other aspect of the standard has any bearing on the use of the ignition source for another application.5.3 This practice is not expected to be a fully comprehensive list of ignition sources. If additional ignition sources are identified they can be added to the practice.5.4 This practice does not describe test specimen preparation or detailed testing procedures for the materials or products.5.5 This practice does not address limitations associated with the ignition sources described in this practice.5.6 This practice does not necessarily address the latest edition of any standard referenced.1.1 This practice describes a series of ignition sources that have been used and that are potentially applicable to assessing fire-test-response characteristics resulting from the ignition of materials, products, or assemblies.1.2 This practice does not identify which of the ignition sources described is applicable to any specific use since that is a function of the associated fire hazard (see also 5.2).1.3 This practice is not necessarily comprehensive and it is possible that other applicable ignition sources exist (see also 5.3).1.4 This practice describes both flaming and non-flaming ignition sources, since the outcome of a non-flaming ignition can be the eventual flaming ignition of these materials or products (see also 4.2).1.5 This practice does not provide pass/fail criteria that can be used as a regulatory tool.1.6 This fire standard cannot be used to provide quantitative measures.1.7 Fire testing is inherently hazardous. Adequate safeguards for personnel and property shall be employed in conducting these tests.1.8 This standard is used to measure and describe the response of materials, products, or assemblies to heat and flame under controlled conditions, but does not by itself incorporate all factors required for fire hazard or fire risk assessment of the materials, products, or assemblies under actual fire conditions.1.9 This practice contains notes and footnotes which provide explanatory material. These notes and footnotes (excluding those in tables and figures) shall not be considered requirements of the standard.1.10 The values stated in SI units are to be regarded as standard in referee decisions. No other units of measurement are included in this standard. See IEEE/ASTM SI 10 for further details.1.11 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.1.12 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 Motor O.N. correlates with commercial automotive spark-ignition engine antiknock performance under severe conditions of operation.5.2 Motor O.N. is used by engine manufacturers, petroleum refiners and marketers, and in commerce as a primary specification measurement related to the matching of fuels and engines.5.2.1 Empirical correlations that permit calculation of automotive antiknock performance are based on the general equation:Values of k1, k2, and k3 vary with vehicles and vehicle populations and are based on road-octane number determinations.5.2.2 Motor O.N., in conjunction with Research O.N., defines the antiknock index of automotive spark-ignition engine fuels, in accordance with Specification D4814. The antiknock index of a fuel approximates the road octane ratings for many vehicles, is posted on retail dispensing pumps in the United States, and is referred to in vehicle manuals.This is more commonly presented as:5.3 Motor O.N. is used for measuring the antiknock performance of spark-ignition engine fuels that contain oxygenates.5.4 Motor O.N. is important in relation to the specifications for spark-ignition engine fuels used in stationary and other nonautomotive engine applications.5.5 Motor O.N. is utilized to determine, by correlation equation, the Aviation method O.N. or performance number (lean-mixture aviation rating) of aviation spark-ignition engine fuel.71.1 This laboratory test method covers the quantitative determination of the knock rating of liquid spark-ignition engine fuel in terms of Motor octane number, including fuels that contain up to 25 % v/v of ethanol. However, this test method may not be applicable to fuel and fuel components that are primarily oxygenates.2 The sample fuel is tested in a standardized single cylinder, four-stroke cycle, variable compression ratio, carbureted, CFR engine run in accordance with a defined set of operating conditions. The octane number scale is defined by the volumetric composition of primary reference fuel blends. The sample fuel knock intensity is compared to that of one or more primary reference fuel blends. The octane number of the primary reference fuel blend that matches the knock intensity of the sample fuel establishes the Motor octane number.1.2 The octane number scale covers the range from 0 to 120 octane number, but this test method has a working range from 40 to 120 octane number. Typical commercial fuels produced for automotive spark-ignition engines rate in the 80 to 90 Motor octane number range. Typical commercial fuels produced for aviation spark-ignition engines rate in the 98 to 102 Motor octane number range. Testing of gasoline blend stocks or other process stream materials can produce ratings at various levels throughout the Motor octane number range.1.3 The values of operating conditions are stated in SI units and are considered standard. The values in parentheses are the historical inch-pounds units. The standardized CFR engine measurements continue to be in inch-pound units only because of the extensive and expensive tooling that has been created for this equipment.1.4 For purposes of determining conformance with all specified limits in this standard, an observed value or a calculated value shall be rounded “to the nearest unit” in the last right-hand digit used in expressing the specified limit, in accordance with the rounding method of Practice E29.1.5 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 more specific hazard statements, see Section 8, 14.4.1, 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3(6) and (9), A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.12.4, and X4.5.1.8.1.6 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

4.1 Tests made under conditions herein prescribed can be of considerable value in comparing the relative ignition characteristics of different materials. Values obtained represent the lowest ambient air temperature that will cause ignition of the material under the conditions of this test. Test values are expected to rank materials according to ignition susceptibility under actual use conditions.4.2 This test is not intended to be the sole criterion for fire hazard. In addition to ignition temperatures, fire hazards include other factors such as burning rate or flame spread, intensity of burning, fuel contribution, products of combustion, and others.1.1 This fire test response test method2 covers a laboratory determination of the flash ignition temperature and spontaneous ignition temperature of plastics using a hot-air furnace.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 Caution—During the course of combustion, gases or vapors, or both, are evolved that have the potential to be hazardous to personnel.1.4 This standard is used to measure and describe the response of materials, products, or assemblies to heat and flame under controlled conditions, but does not by itself incorporate all factors required for fire-hazard or fire-risk assessment of the materials, products, or assemblies under actual fire conditions.1.5 Fire testing is inherently hazardous. Adequate safeguards for personnel and property shall be employed in conducting these tests.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. Specific precautionary statements are given in 1.3 and 1.4.NOTE 1: This test method and ISO 871-2022 (Option 1) are similar in all technical details.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

1.1 This engine oil test method covers the evaluation of automotive engine oils (SAE grades 5W 10W, 20, 30, 40, and 50, and multiviscosity grades) intended for use in either spark-ignition gasoline engines, or in diesel engines. The test procedure is conducted using a carbureted, spark-ignition Cooperative Lubrication Research (CLR) Oil Test Engine (referred to as the L-38 engine in this test method). An oil is evaluated for protection against engine and oil deterioration under high-temperature, heavy-duty service conditions. The test method can also be used to evaluate the viscosity stability of multiviscosity-graded oils.1.2 The two measures of engine deterioration used in this test method are (1) weight loss of copper-lead bearings used in the test power section, and (2) varnish and sludge deposits on power section parts.1.3 The two measures of oil deterioration used in this test method are (1) the change in the acid number of the oil, and (2) the change in the viscosity of the oil during the test period.1.4 Correlation of test results with those obtained in automotive service has not been established. Furthermore, the results obtained in this test method 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 method. The test can be used to compare one oil with another.Note 1—Companion test methods used to evaluate engine oil performance for specification requirements include the following current versions of single-cylinder and multicylinder engine tests:ASTM STP 509A, Single Cylinder Engine Tests for Evaluating the Performance of Crankcase Lubricants Part I, Caterpillar 1G2 Test MethodPart II, Caterpillar 1H2 Test MethodASTM STP 315H, Multicylinder Test Sequences for Evaluating Engine OilsPart 1, Sequence IIDPart 2, Sequence IIIDPart 3, Sequence V-DASTM Research Report RR:D02-1225 Sequence IIIE, Multicylinder Test Sequence for Evaluating Automotive Engine OilsASTM D02 Proposal P212, Proposed Test Method for VE Test ProcedureAlso, see Engine Oil Tests—SAE J304 for details on these and other engine oil test methods.1.5 The values stated in inch-pound units are to be regarded as the standard; except for the case of bearing weight measurements, for which the unit is milligram; and except for viscosity measurements, for which the temperatures of measurement are expressed in C (degrees Celsius). SI values are given in parentheses. In cases where 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 and health practices and determine the applicability of regulatory limitations prior to use.1.7 This test method is arranged as follows: SectionIntroduction 1Referenced Documents 2Terminology 3Summary of Test Method 4Significance and Use 5Apparatus 6Test Engineering, Inc. 6.1Fabricated or Specially Prepared Items 6.2Instruments and Controls 6.3Procurement of Parts 6.4Reagents and Materials 7Test Oil Sample Requirements 8Preparation of Apparatus 9Test Stand Preparation 9.1Conditioning Test Run on Power Section 9.2General Power Section Rebuild Instructions 9.3Reconditioning of Power Section After Each Test 9.4Calibration 10Power Section and Test Stand Calibration 10.1Instrumentation Calibration 10.2Engine Operating Procedure 11Run-In and Flush 11.1Intermediate Bearing Weight Loss Checks 11.2Test Operating Conditions 11.3Warm-up Schedule 11.4Air-Fuel Ratio and Spark Advance 11.5Rocker Cover Air, Off-gas, and Blowby Measurement 11.6Shut-down and Oil-Drain Procedure 11.7Oil Sampling and Oil Addition 11.8Oil Consumption Computation 11.9Periodic Measurements 11.10Determination of Test Results 12Report 13Precision and Bias 14Use of ASTM Rounding 15Keywords 16AnnexesSpecification for Soltrol 107, 8 Annex A1Measurement of Connecting Rod Bearing Clearance and Journal Taper Annex A2Measurement of Main Bearing Clearance Annex A3The ASTM Test Monitoring Center Calibration Program Annex A4Data Log Sheets Annex A5Measurement of Piston-to-Sleeve Clearance Annex A6Control Chart Technique for a Laboratory's Severity Adjustment (SA) Annex A7Recommended New Liner Honing Procedure Annex A8L-38 Oil Priming Procedure Annex A9Alternative Crankcase Breather Configurations Annex A10Connecting Rod Bearing Cleaning Procedure Annex A11L-38 Electronic Ignition Conversion Procedure Annex A12System Response Procedure Annex A13Air-Fuel Ratio Measurement Annex A14L-38 Engine Evaluation Report Forms Annex A15Data Dictionary Annex A16Stripped Viscosity Measurement Procedure Annex A17Role of the ASTM Test Monitoring Center and the Calibration Program Appendix X1Suggested Method for Salvaging Camshaft Bearing Journals Appendix X2

定价： 0元 / 折扣价： 0 元

5.1 Driveability problems in PFI automobiles were first reported in 1984. Deposits are prone to form on the metering surfaces of pintle-type electronic fuel injectors. These deposits reduce fuel flow through the metering orifices. Reductions in metered fuel flow result in an upset in the air-fuel ratio, which can affect emissions and driveability. When heavy enough, these deposits can lead to driveability symptoms, such as hesitation, hard starting, or loss of power, or a combination thereof, that are easily noticed by the average driver and that lead to customer complaints. The mechanism of the formation of deposits is not completely understood. It is believed to be influenced by many factors, including driving cycle, engine and injector design, and composition of the fuel. The procedure in this test method has been found to build deposits in PFIs on a consistent basis. This procedure can be used to evaluate differences in base fuels and fuel additives. A study of PFI fouling was conducted in both the bench test and the vehicle test procedures to obtain a correlation. The vehicle tests were conducted as described in Test Method D5598. The tests were conducted on several base gasolines, with and without additives blended into these base fuels. The PFI bench test proved to be reliable, repeatable, and a good predictor of PFI fouling in test vehicles.5.1.1 State and Federal Legislative and Regulatory Action—Legislative and regulatory activity, primarily by the state of California (see 2.3) and the federal government (see 2.4), necessitate the acceptance of a standard test method to evaluate the PFI deposit-forming tendency of an automotive spark-ignition engine fuel.5.1.2 Relevance of Results—The operating conditions and design of the laboratory apparatus used in this test method may not be representative of a current vehicle fuel system. These factors must be considered when interpreting results.5.2 Test Validity: 5.2.1 Procedural Compliance—The test results are not considered valid unless the test is completed in compliance with all requirements of this test method. Deviations from the parameter limits presented in Section 10 will result in an invalid test. Engineering judgment shall be applied during conduct of the test method when assessing any anomalies to ensure validity of the test results.1.1 This test method covers a bench test procedure to evaluate the tendency of automotive spark-ignition engine fuel to foul electronic port fuel injectors (PFI). The test method utilizes a bench apparatus equipped with Bosch injectors specified for use in a 1985-1987 Chrysler 2.2 L turbocharged engine. This test method is based on a test procedure developed by the Coordinating Research Council (CRC) for prediction of the tendency of spark-ignition engine fuel to form deposits in the small metering clearances of injectors in a port fuel injection engine (see CRC Report No. 592).21.2 The test method is applicable to spark-ignition engine fuels, which may contain antioxidants, corrosion inhibitors, metal deactivators, dyes, deposit control additives, demulsifiers, or oxygenates, or a combination thereof.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. Specific precautionary statements are given throughout this test method.NOTE 1: If there is any doubt as to the latest edition of Test Method D6421, contact ASTM International Headquarters. Other properties of significance to spark-ignition engine fuel are described in Specification D4814.1.5 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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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.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.21.2 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.

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This specification covers lubricants for two-stroke-cycle spark-ignition gasoline engines that are prone to ring sticking and damage caused by deposit-induced preignition, piston scuff, spark plug fouling, and piston varnish. The engine oils should be tested for performance, ring sticking and piston deposit, lubricity, and preignition.1.1 This specification covers lubricants intended for use in two-stroke-cycle spark-ignition gasoline engines, typically other than outboard motors, that are particularly prone to ring sticking, but which are also liable to suffer damage arising from deposit induced preignition, piston scuff, spark plug fouling and piston varnish.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.

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5.1 This practice is used as a basis for determining the minimum motor octane requirement of naturally aspirated aircraft engines by use of PRFs.5.2 Results from standardized octane ratings will play an important role in defining the actual octane requirement of a given aircraft engine, which can be applied in an effort to determine a fleet requirement.1.1 This practice covers ground based octane rating procedures for naturally aspirated spark ignition aircraft engines using primary reference fuels.1.2 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.1.3 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.

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5.1 The most common initiating event in a fatal fire is the dropping of a cigarette onto a bed or piece of upholstered furniture, according to statistics provided by the National Fire Protection Association (4). Test Methods E1352 and E1353 and tests NFPA 261 and NFPA 260 have been developed to evaluate the susceptibility of upholstered furniture mock-ups and components to ignition by cigarettes. Federal Standard 16 CFR Part 1632, Standard for the Flammability of Mattresses and Mattress Pads, was promulgated to reduce the likelihood that mattresses and mattress pads would ignite from a lighted cigarette.NOTE 1: While Test Methods E1352 and E1353 were originally equivalent to NFPA 261 and 260, respectively, this is no longer the case.5.2 This test method enables comparison of the relative ignition strength of different cigarette designs.5.3 In this procedure, the specimens are subjected to a set of laboratory conditions. If different conditions are substituted or the end use conditions are changed, it may not be possible, using this test, to predict quantitative changes in the fire test response characteristics measured. Therefore, the quantitative results are valid only for the fire test exposure conditions described in this procedure.1.1 This fire-test-response standard provides a standard measure of the capability of a cigarette, positioned on one of four standard substrates, to generate sufficient heat to continue burning and thus potentially cause ignition of bedding or upholstered furniture.1.2 This method has value as a predictor of the relative propensity of a cigarette to ignite upholstered furnishings.1.3 This method is applicable to cigarettes that burn along the length of a tobacco column.1.4 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.1.5 This standard is used to measure and describe the response of materials, products, or assemblies to heat and flame under controlled conditions, but does not by itself incorporate all factors required for fire hazard or fire risk assessment of the materials, products, or assemblies under actual fire conditions.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. For specific hazard statements, see Section 6.1.7 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 The analysis of trace oxygenates in automotive spark-ignition engine fuel has become routine in certain areas to ensure compliance whenever oxygenated fuels are used. In addition, test methods to measure trace levels of oxygenates in automotive spark-ignition fuel are necessary to assess product quality.1.1 This test method covers the determination of trace oxygenates in automotive spark-ignition engine fuel. The method used is a multidimensional gas chromatographic method using 1,2-dimethoxy ethane as the internal standard. The oxygenates that are analyzed are: methyl-tertiary butyl ether (MTBE), ethyl-tertiary butyl ether (ETBE), diisopropyl ether (DIPE), methanol, tertiary-amyl methyl ether (TAME), n-propanol, i-propanol, n-butanol, i-butanol, tert-butyl alcohol, sec-butyl alcohol, and tert-pentanol. Ethanol is usually not measured as a trace oxygenate since ethanol can be used as the main oxygenate compound in finished automotive spark-ignition fuels such as reformulated automotive spark-ignition fuels. The concentration range of the oxygenates covered in the ILS study was from 10 mg/kg to 2000 mg/kg. In addition this method is also suitable for the measurement of the C5 isomeric alcohols (2-methyl-1-butanol, 2-methyl-2-butanol) present from the fermentation of ethanol.1.2 The ethanol blending concentration for which this test method applies ranges from 1 % to 15% by volume. Higher concentrations of ethanol coelute with methanol in the analytical column. Lower levels of ethanol, similar to the other oxygenate, can be calibrated and analyzed also. If higher ethanol concentrations are expected, the window cutting technique can be used to avoid ethanol from entering the analytical column and interfere with the determination of the other oxygenates of interest. Refer to Appendix X1 for details.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 Alternative units, in common usage, are also provided to increase clarity and aid the users of this test method.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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5.1 This test method addresses the fundamental aspects of piloted ignition and flame spread. The procedure is suitable for the derivation of relevant material flammability parameters that include minimum exposure levels for ignition, thermal-inertia values, and flame-spread properties.5.2 This test method is used to measure some material-flammability properties that are scientifically constant and compatible and to derive specific properties that allow the prediction and explanation of the flame-spread characteristics of materials. They are considered effective properties that are dependent on the correlations used and when combined with theory can be used over a wide range of fire conditions for predicting material ignition and flame-spread behavior.5.3 Do not use this test method for products that do not have planar, or nearly planar, external surfaces and those products and assemblies in which physical performance such as joint separation and fastening methods has a significant influence on flame propagation in actual fire conditions.5.4 In this procedure, the specimens are subjected to one or more specific sets of laboratory test conditions. If different test conditions are substituted or the end-use conditions are changed, it is not always possible by or from this test method to predict changes in the fire-test-response characteristics measured. Therefore, the results are valid only for the fire test exposure conditions described in this procedure (see also 1.6).1.1 This fire test response standard determines material properties related to piloted ignition of a vertically oriented sample under a constant and uniform heat flux and to lateral flame spread on a vertical surface due to an externally applied radiant-heat flux.1.2 The results of this test method provide a minimum surface flux and temperature necessary for ignition ( q˙"o,ig, Tig) and for lateral spread ( q˙"o,s, Ts,min), an effective material thermal inertia value (kρc), and a flame-heating parameter (Φ) pertinent to lateral flame spread.1.3 The results of this test method are potentially useful to predict the time to ignition, t ig, and the velocity, V, of lateral flame spread on a vertical surface under a specified external flux without forced lateral airflow. Use the equations in Appendix X1 that govern the ignition and flame-spread processes and which have been used to correlate the data.1.4 This test method is potentially useful to obtain results of ignition and flame spread for materials. Data are reported in units for convenient use in current fire growth models.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 is used to measure and describe the response of materials, products, or assemblies to heat and flame under controlled conditions, but does not by itself incorporate all factors required for fire hazard or fire risk assessment of the materials, products, or assemblies under actual fire conditions.1.7 Fire testing is inherently hazardous. Adequate safeguards for personnel and property shall be employed in conducting these tests.1.8 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 hazard statements, see Section 7.1.9 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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