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5.1 Test Method—It was determined through field testing that intake valve deposits could adversely affect the driveability of certain automobiles.7 Southwest Research Institute and BMW of North America (BMW NA) jointly conducted testing to develop this test method to determine an unleaded automotive spark-ignition engine fuel's propensity to form intake valve deposits. This testing concluded that if an automotive spark-ignition engine fuel could keep intake valve deposits at or below a certain average weight per valve at the end of mileage accumulation, then that automotive spark-ignition engine fuel could be used in the BMW vehicle-engine combination for a specified period without intake valve deposits causing driveability degradation. Minimizing intake valve deposits may be necessary to maintain vehicle driveability and tailpipe emissions control.5.1.1 State and Federal Legislative and Regulatory Action—Legislative activity and rulemaking primarily by California Air Resources Board8 and the Environmental Protection Agency9 necessitate the acceptance of a standardized test method to evaluate the intake system deposit forming tendency of an automotive spark-ignition engine fuel.5.1.2 Relevance of Results—The operating conditions and design of the engine and vehicle used in this test method are not representative of all modern automobiles. These factors shall be considered when interpreting test 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 Sections 10 and 11 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.5.2.2 Vehicle Compliance—A test is not considered valid unless the vehicle met the quality control inspection requirements as described in Section 10.1.1 This test method covers a vehicle test procedure for evaluation of intake valve deposit formation of unleaded spark-ignition engine fuels. This test method uses a 1985 model BMW 318i2 vehicle. Mileage is accumulated following a specified driving schedule on either public road or test track. This test method is adapted from the original BMW of North America/Southwest Research Institute Intake Valve Deposit test and maintains as much commonality as possible with the original test. Chassis dynamometers shall not be used for this test procedure as the BMW NA/SwRI IVD Test was not intended to be applicable to chassis dynamometers and no correlation between road operation and chassis dynamometers has been established.NOTE 1: If there is any doubt as to the latest edition of Test Method D5500, contact ASTM International.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.1.3 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 statements on hazards are given throughout this test method.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 Acid etch damage is an important warranty claim item for automotive companies. As a result, acid etch resistance is an important parameter for automotive exterior coatings. The method described in this test method has been shown to simulate acid etch damage of automotive clearcoats that occurs when such coatings are exposed from May through mid-August in Jacksonville, FL.3,5 The accelerated test described in this standard allows year-round testing as opposed to the limited outdoor exposure time available for the Jacksonville, FL exposures.1.1 This test method covers an accelerated exposure test intended to simulate defects in automotive clearcoats caused by acid rain2 that occur at the Jacksonville, Florida exposure site. Exterior exposures at an acid rain test location in Jacksonville, Florida produce etch defects that range from small pits to 12.7 mm [0.5 in.] in diameter or larger acid-etched spots. The latter type of defect is not produced in other acid-etch tests that only produce pits that are smaller than 6.35 mm [0.25 in.] in diameter.3NOTE 1: Digital images of the acid etch defects produced in outdoor acid-rain exposures and in the accelerated test described in this test method are found in Appendix X1.1.2 The accelerated test described in this test method uses a xenon-arc light source with daylight filter conforming to the requirements of Practice G155. Specimens are sprayed with a simulated acid rain solution and requires the use of a horizontal, flat specimen array in order to allow the acid rain solution to remain on the test specimens for an extended period of time.1.3 There is no known ISO equivalent to this test method.1.4 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.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

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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.

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1.1 This specification covers dipped goods and coatings made from compounded latex. Products manufactured from this material include boots, coated clips, coated sponge parts, and coated fabrics for automotive applications.1.2 The compounds listed in Tables 1 and 2 are grouped in classifications based primarily on physical properties, which are prescribed in the tables. These values, together with any additional requirements indicated by suffix letters in the grade designations as described in Section 2, define the properties of the compounds after vulcanization. These values apply to test specimens obtained from standard laboratory-dipped films prepared in accordance with procedures described in the applicable ASTM methods. Test results from finished products may not duplicate the values obtained from standard test films. When differences due to the difficulty in obtaining suitable test specimens from the finished part arise, the purchaser and the supplier may agree on acceptable deviations. This can be done by comparing results obtained on standard test films with those obtained on actual parts.1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.

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5.1 This test method is used to evaluate oxidation stability of lubricating base oils with additives in the presence of chemistries similar to those found in gasoline engine service. Test results on some ASTM reference oils have been found to correlate with sequence IIID engine test results in hours for a 375 % viscosity increase.5 The test does not constitute a substitute for engine testing, which measures wear, oxidation stability, volatility, and deposit control characteristics of lubricants. Properly interpreted, the test may provide input on the oxidation stability of lubricants under simulated engine chemistry.5.2 This test method is intended to be used as a bench screening test and quality control tool for lubricating base oil manufacturing, especially for re-refined lubricating base oils. This test method is useful for quality control of oxidation stability of re-refined oils from batch to batch.5.3 This test method is useful for screening formulated oils prior to engine tests. Within similar additive chemistry and base oil types, the ranking of oils in this test appears to be predictive of ranking in engine tests. When oils having completely different additive chemistry or base oil type are compared, oxidation stability results may not reflect the actual engine test result.5.4 Other oxidation stability test methods have demonstrated that soluble metal catalyst supplies are very inconsistent and they have significant effects on the test results. Thus, for test comparisons, the same source and same batch of metal naphthenates shall be used.NOTE 2: It is also recommended as a good research practice not to use different batches of the fuel component in test comparisons.1.1 This test method evaluates the oxidation stability of engine oils for gasoline automotive engines. This test, run at 160 °C, utilizes a high pressure reactor pressurized with oxygen along with a metal catalyst package, a fuel catalyst, and water in a partial simulation of the conditions to which an oil may be subjected in a gasoline combustion engine. This test method can be used for engine oils with viscosity in the range from 4 mm2/s (cSt) to 21 mm2/s (cSt) at 100 °C, including re-refined oils.1.2 This test method is not a substitute for the engine testing of an engine oil in established engine tests, such as Sequence IIID.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3.1 Exception—Pressure units are provided in psig, and dimensions are provided in inches in Annex A1, because these are the industry accepted standard and the apparatus is built according to the figures shown.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 and 8.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification covers the methanol fuel blend, M70-M85, for use in ground vehicles that run on automotive spark-ignition engines. Fuels are grouped into three vapor pressure classes (Classes 1, 2, and 3) on the basis of seasonal and geographical volatility. The fuel blends shall undergo chemical analysis for methanol, higher alcohols, hydrocarbon/aliphatic ether, acidity as acetic acid, solvent washed and unwashed gum content, total chlorine as chloride, lead, phosphorus, water, sulfur, and inorganic chloride. The product's appearance shall be clear and bright, visibly free of suspended or precipitated contaminants.1.1 This specification covers the requirements for automotive fuel blends of methanol and gasoline for use in ground vehicles equipped with methanol-capable flexible-fuel, and dedicated methanol spark-ignition engines. Fuel produced to this specification contains 51 % to 85 % by volume methanol. This fuel is sometimes referred to at retail as “M85.” Appendix X1 discusses the significance of the properties specified. Appendix X2 presents the current status in the development of a luminosity test procedure (flame visibility) for methanol fuel blends (M51–M85).1.2 The vapor pressure of methanol fuel blends is varied for seasonal climatic changes. Vapor pressure is increased at lower temperatures to ensure adequate vehicle operability and safety. Methanol content and selection of gasoline blendstocks are adjusted by the blender to meet these vapor pressure requirements.1.3 The United States government has established various programs for alternative fuels. Many of the definitions of alternative fuel used by these programs can be more or less restrictive than the requirements of this specification. See Annex A1 for additional information on alternative fuels containing methanol.1.4 The values stated in SI units are to be regarded as the standard.1.4.1 Exception—Non-SI units are provided for information only. In most cases, U.S. federal regulations specify non-SI units.1.5 The following precautionary caveat pertains only to the test method portions–Appendix X2 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.1.6 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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This specification covers a fuel blend, nominally 51 to 83 volume % ethanol for use in ground vehicles equipped with ethanol fuel blend flexible-fuel spark-ignition engines. Ethanol fuel blends, also referred to as “Ethanol Flex Fuel” shall conform to the performance requirements prescribed. Ethanol fuel blends shall be visually free of sediment and suspended matter. The vapour pressure, acidity, pHe requirements, gum content, inorganic chloride, water requirements, copper requirements, and sulphur requirements shall be tested to meet the requirements prescribed.1.1 This specification covers the requirements for automotive fuel blends of ethanol and gasoline for use in ground vehicles equipped with ethanol fuel blend flexible-fuel spark-ignition engines. Fuel produced to this specification contains 51 % to 83 % by volume ethanol. This fuel is for use in flexible-fuel vehicles and is sometimes referred to at retail as “Ethanol Flex-Fuel.” Appendix X1 discusses the significance of the properties specified.1.2 The vapor pressure of ethanol fuel blends is varied for seasonal climatic changes. Vapor pressure is increased at lower temperatures to ensure adequate flexible-fuel vehicle operability. Ethanol content and selection of hydrocarbon blendstock are adjusted by the blender to meet these vapor pressure requirements.1.3 This specification formerly covered Fuel Ethanol (Ed70-Ed85) for Automotive Spark-Ignition Engines, also known commercially as E85. The nomenclature “fuel ethanol” has been changed to “ethanol fuel blends” to distinguish this product from denatured fuel ethanol Specification D4806. To facilitate blending of ethanol fuel blends that meet seasonal vapor pressure requirements, a new lower minimum ethanol content has been established.1.4 The United States government has established various programs for alternative fuels. Many of the definitions of alternative fuel used by these programs may be more restrictive than the requirements of this specification. See 4.1.2.1 for additional information on alternative fuels containing ethanol.1.5 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.1.6 The following safety hazard caveat pertains only to the test method portion, 8.1.8, 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.1.7 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

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