5.1 Benzene is a compound that endangers health, and the concentration is limited by environmental protection agencies to produce a less toxic gasoline.5.2 This test method is fast, simple to run, and inexpensive.5.3 This test method is applicable for quality control in the production and distribution of spark-ignition engine fuels.1.1 This test method covers the determination of the percentage of benzene in spark-ignition engine fuels. It is applicable to concentrations from 0.1 % to 5 % by volume.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

This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. The requirements for ETBE that may be used for blending with fuels for aviation spark-ignition engines are given. The ETBE shall be visually free of undissolved water, sediment, and suspended matter that could render the material unacceptable for the intended application.1.1 This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. Other ETBE grades available in the marketplace that do not comply with the requirements of this specification, are not suitable for blending with aviation fuels.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： 515元 / 折扣价： 438 元 加购物车

定价： 843元 / 折扣价： 717 元 加购物车

5.1 It is normal for some of the combustion products of an internal combustion engine to penetrate into the engine lubricant and be retained in it.5.2 When an engine is run for a period of time and then stored over a long period of time, the by-products of combustion might be retained in the oil in a liquefied state.5.3 Under these circumstances, precipitates can form that impair the filterability of the oil the next time the engine is run.5.4 This test method subjects the test oil and the new oil to the same treatments such that the loss of filterability can be determined. The four water treatment levels may be tested individually, all four simultaneously, or any combination of multiple water treatment levels.5.5 Reference oils, on which the data obtained by this test method is known, are available.5.6 This test method requires that a reference oil also be tested and results reported. Two oils are available, one known to give a low and one known to give a high data value for this test method.NOTE 1: When the new oil test results are to be offered as candidate oil test results for a specification, such as Specification D4485, the specification will state maximum allowable loss of filterability (flow reduction) of the test oil as compared to the new oil.1.1 This test method covers the determination of the tendency of an oil to form a precipitate that can plug an oil filter. It simulates a problem that may be encountered in a new engine run for a short period of time, followed by a long period of storage with some water in the oil.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

定价： 843元 / 折扣价： 717 元 加购物车

5.1 It is normal for some of the combustion products of an internal combustion engine to penetrate into the engine lubricant and be retained in it.5.2 When an engine is run for a period of time and then stored over a long period of time, the by-products of combustion might be retained in the oil in a liquefied state.5.3 Under these circumstances, precipitates can form that impair the filterability of the oil the next time the engine is run.5.4 This test method subjects the test oil and the new oil to the same treatments such that the loss of filterability can be determined.5.5 Reference oils, on which the data obtained by this test method is known, are available.5.6 This test method requires that a reference oil also be tested and results reported. Two oils are available, one known to give a low and one known to give a high data value for this test method.NOTE 1: When the new oil test results are to be offered as candidate oil test results for a specification, such as Specification D4485, the specification will state maximum allowable loss of filterability (flow reduction) of the test oil as compared to the new oil.1.1 This test method covers the determination of the tendency of an oil to form a precipitate that can plug an oil filter. It simulates a problem that may be encountered in a new engine run for a short period of time, followed by a long period of storage with some water in the oil.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

定价： 0元 / 折扣价： 0 元 加购物车

5.1 This test method is for the quantitative determination of fluoride and glycol degradation products in engine coolants. By this method, analysis can be performed directly without pretreatment, other than dilution, as required by the linear ranges of the equipment. Table 1 indicates applicable analytes and approximate detection limits.(A) Sample diluted 1/10 with reagent water, suppressed conductivity detection, IonPac AS20 column with AG20 guard column. Other systems will require MQL determinations using chosen dilution factors, eluents, columns, and detector.1.1 This test method covers the determination of fluoride in engine coolants by ion chromatography. Several glycol degradation products (different carboxylates including, but not limited to, formate and glycolate) can be determined by this test method.1.2 This test method applies to both new and used engine coolants.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： 515元 / 折扣价： 438 元 加购物车

5.1 This test method covers the measurement of thermal properties for engine coolants (aqueous or non-aqueous) and related fluids.5.2 With each single measurement, the thermal conductivity (λ) and thermal diffusivity (α) are measured directly, and volumetric heat capacity (VHC) is determined by the relationship:5.3 The test method is transient and requires only a small amount of specimen and a short duration of time (0.8 s) to run a measurement. These attributes minimize heat convection in the liquid.5.4 The brief application of current to the sensor wire adds very little heat to the test specimen and ten repetitive tests may be applied at 30 s intervals without causing any significant convection or temperature drift.1.1 This test method covers the use of a transient hot wire liquid thermal conductivity method and associated equipment (the System) for the determination of thermal conductivity, thermal diffusivity and volumetric heat capacity of aqueous engine coolants, non-aqueous engine coolants, and related fluids. The System is intended for use in a laboratory.1.2 The System directly measures thermal conductivity and thermal diffusivity without the requirement to input any additional properties. Volumetric heat capacity is calculated by dividing the thermal conductivity by the thermal diffusivity of the sample measured.1.3 This test method can be applied to any aqueous or non-aqueous engine coolants or related fluid with thermal conductivity in the range of 0.1 to 1.0 W/m∙K.1.4 This test method excludes fluids that react with platinum.1.5 The range of temperatures applicable to this test method is –20 to 100 °C.1.6 This test method requires a sample of approximately 40 mL.1.7 The System may be used without external pressurization for any fluid having a vapor pressure of 33.8 kPa (4.9 psia) or less at the test temperature.1.8 For a fluid having a vapor pressure greater than 33.8 kPa (4.9 psia) at the test temperature, external pressurization is required (see Annex A2).1.9 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.1.10 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.1.11 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

定价： 515元 / 折扣价： 438 元 加购物车

This specification establishes the testing and requirements of four types of engine coolant grade ethylene glycol and propylene glycol, including virgin glycols and those derived from the recycling of vehicle engine coolants and industrial source glycols. Types EG-1 and PG-1 cover glycols with sufficiently low limits on components to allow a blended coolant to meet most OEM (Original Equipment Manufacturer) specifications. These types will probably be virgin materials, although redistillation could produce a sufficiently pure product. Types EG-2 and PG-2 cover glycol that will be suitable for many coolants, and can either be redistilled or virgin. The commercial products shall be suitably sampled and tested, and shall conform accordingly to specified values of the following physical and chemical properties: clarity; color (Pt/Co scale); relative density; pH by volume in distilled water; acidity as acetic acid; composition by mass of individual glycols (including ethylene glycol, propylene glycol, dipropylene glycol, and others); total composition by mass of all glycols; water content; glycol ester content; and the maximum content for nitrites, nitrates, phosphates, silicon, chloride, sulfate, boron, aluminum, calcium, copper, iron, magnesium, lead, zinc, and iron.1.1 This specification covers commercial products, engine coolant grade ethylene glycol and propylene glycol, including virgin glycols and those derived from the recycling of vehicle engine coolants and industrial source glycols.1.2 Types EG-1 and PG-1 cover glycols with sufficiently low limits on components to allow a blended coolant to meet most OEM (Original Equipment Manufacturer) specifications. These types will probably be virgin materials, although redistillation could produce a sufficiently pure product. Types EG-2 and PG-2 cover glycol that will be suitable for many coolants. These types can be either redistilled or virgin.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： 515元 / 折扣价： 438 元 加购物车

定价： 918元 / 折扣价： 781 元 加购物车

5.1 Dispersancy is the property that allows oil to suspend and carry away pollutants of diverse sources such as soot from combustion, metallic particles from wear, corrosion of mechanical parts, and insoluble products resulting from the aging of the oil.5.2 When poured on a specific filter paper, oil that is properly dispersing soot and other insolubles produces an evenly graduated spot. The distribution of the different zones (Fig. 1) will reflect the status of oil dispersancy.FIG. 1 Oil Spot Example and Scheme of the Distribution of the Different Zones5.3 While the oil spreads out on the filter paper, the oil carries contaminants, and due to the lamination phenomenon of the oil film, the particles of same size deposit on the paper on the same concentric zones.5.4 This test method provides a simple technique for condition monitoring of the dispersancy property of in-service lubricants.5.5 An oil that is properly dispersing soot and other insolubles produces an evenly graduated blotter (see Fig. 2—Spot 1). A ring of light debris on the outer circumference of the circular spot also indicates that the oil has retained its dispersancy properties.FIG. 2 Oil Spot Examples5.6 A blotter indicating a high soot load, but even graduation, suggests the oil is still fit for service, but should be watched closely for degradation (see Fig. 2—Spot 2).5.7 When dispersancy begins to fail, the insolubles begin to form a dense ring on the exterior of the absorbing oil drop as in Fig. 2—Spot 3. A brown or yellow stain on the blotter spot indicates oxidation.5.8 Fig. 2—Spot 4 indicates the characteristic dense black dot and sharp periphery that indicates sludge and the loss of dispersancy as the particles have settled in the center and the oil has wicked outward.5.9 From a maintenance perspective, when the ring begins to form around the exterior of the oil blotter, it is time to look at scheduling a drain. If the black dot is allowed to form, the situation is problematic because the undispersed portion of soot that has deposited upon surfaces will not be removed by the oil change. Often, several changes made at frequent intervals will be required to effectively scour the engine clean. Also, if dispersancy performance degrades at an unusually rapid pace, a more extensive review of combustion and ring performance should be undertaken.1.1 This test method covers a procedure for determination of the merit of dispersancy of diesel crankcase engine oils as well as other types of engine oils where pollutants of diverse sources such as soot from combustion, metallic particles from wear, corrosion of mechanical parts, and insoluble products resulting from the oxidation of the oil may contaminate the lubricant.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.NOTE 1: It is not the intent of this test method to establish or recommend normal, cautionary, warning, or alert limits for any machinery. Such limits should be established in conjunction with advice and guidance from the machinery manufacturer and maintenance group.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

定价： 918元 / 折扣价： 781 元 加购物车

定价： 515元 / 折扣价： 438 元 加购物车