5.1 This test method evaluates the percent viscosity loss for polymer-containing fluids resulting from polymer degradation in the high shear nozzle device. Thermal or oxidative effects are minimized.5.2 This test method is used for quality control purposes by manufacturers of polymeric lubricant additives and their customers.5.3 This test method is not intended to predict viscosity loss in field service in different field equipment under widely varying operating conditions, which may cause lubricant viscosity to change due to thermal and oxidative changes as well as by the mechanical shearing of polymer. However, when the field service conditions, primarily or exclusively, result in the degradation of polymer by mechanical shearing, there may be a correlation between the results from this test method and results from the field.1.1 This test method covers the evaluation of the shear stability of polymer-containing fluids. The test method measures the percent viscosity loss at 100 °C of polymer-containing fluids when evaluated by a diesel injector apparatus procedure that uses European diesel injector test equipment. The viscosity loss reflects polymer degradation due to shear at the nozzle.NOTE 1: Test Method D2603 has been used for similar evaluation of shear stability; limitations are as indicated in the significance statement. No detailed attempt has been undertaken to correlate the results of this test method with those of the sonic shear test method.NOTE 2: This test method uses test apparatus as defined in CEC L-14-A-93. This test method differs from CEC-L-14-A-93 in the period of time required for calibration.NOTE 3: Test Method D5275 also shears oils in a diesel injector apparatus but may give different results.NOTE 4: This test method has different calibration and operational requirements than withdrawn Test Method D3945.NOTE 5: Test Method D7109 is a similar procedure that measures shear stability at both 30 and 90 injection cycles. This test method uses 30 injection cycles only.1.2 The values stated in SI units are to be regarded as the standard.1.2.1 Exception—Non-SI units are provided in parentheses.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 precautionary statements are given in Section 8.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 702元 / 折扣价： 597 元 加购物车

This specification deals with continuous grain flow carbon and alloy steel crankshaft forgings intended for medium speed diesel and natural gas engines. The steel used in the manufacture of the forgings is required to be vacuum degassed. Heat treatment, which may be done either before or after rough machining, shall consist of normalizing followed by tempering at a subcritical temperature, or austenitizing, liquid quenching and subcritical tempering. Charpy impact and tensile tests, which shall be performed at a frequency of one test per heat treatment load, shall be used to evaluate tensile strength, yield strength, elongation, reduction of area, and Brinell hardness requirements of forgings. Chemical composition requirements shall also be examined by heat analysis. Grain size tests and non-destructive magnetic particle examinations shall be conducted as well. When required by the purchaser, crankshafts may be surface hardened in designated areas for the purposes of enhanced wear resistance and fatigue strength.1.1 This specification covers continuous grain flow forged carbon and alloy steel crankshafts for medium speed diesel and natural gas engines.1.2 The steel used in the manufacture of the forgings is required to be vacuum degassed.1.3 The choice of steel composition grade for a given strength class is normally made by the forging supplier, unless otherwise specified by the purchaser.1.4 Provision is made for treatment of designated surfaces of the crankshaft to provide enhanced fatigue strength, or wear resistance, or both.1.5 Except as specifically required in this specification, all provisions of Specification A788/A788M apply.1.6 Unless the order specifies the applicable “M” specification designation, the material shall be furnished to the inch-pound units.1.7 The values stated in either inch-pound units or SI (metric) units are to be regarded separately as standard. Within the text and tables the SI units are shown in brackets. 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.1.8 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 Biodiesel is a blendstock commodity primarily used as a value-added blending component with diesel fuel.5.2 This test method is applicable for quality control in the production and distribution of diesel fuel and biodiesel blends containing FAME.1.1 This test method covers the determination of the content of fatty acid methyl esters (FAME) biodiesel in diesel fuel oils. It is applicable to concentrations from 1.00 % to 20 % by volume (see Note 1). This procedure is applicable only to FAME. Biodiesel in the form of fatty acid ethyl esters (FAEE) will cause a negative bias.NOTE 1: Using the proper ATR sample accessory, the range may be expanded from 1 % to 100 % by volume, however precision data is not available above 20 % by volume.1.2 The values stated in SI units of measurement are to be regarded as the standard. The values given in parentheses are for information only.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 the material, dimensions, and construction of a water trap for diesel exhaust. The diesel exhaust water trap system shall consist of a tank and baffles manufactured from a nickel-chromium-molybdenum-columbium alloy, with gaskets made of nonmetallic materials. A minimum of three baffles shall be installed. The traps shall withstand the maximum temperatures specified, be free of paint, and be so designed such as to prevent sea backwash from entering the diesel exhaust system. The trap and piping systems shall prevent dirt accumulation, with the welding being of small, even beading, free of slag and splatter. Pneumatic proof testing of each trap shall be performed with no visible seam leakage and shall conform to the requirements specified.1.1 This specification covers the material, dimensions, and construction of diesel exhaust water traps, which shall be required whenever the exhaust is to be expelled through the hull of the vessel.1.2 The traps are designed to prevent sea backwash from entering the diesel exhaust system.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 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 evaluates the percent viscosity loss of fluids resulting from physical degradation in the high shear nozzle device. Thermal or oxidative effects are minimized.5.2 This test method may be used for quality control purposes by manufacturers of polymeric lubricant additives and their customers.5.3 This test method is not intended to predict viscosity loss in field service in different field equipment under widely varying operating conditions, which may cause lubricant viscosity to change due to thermal and oxidative changes, as well as by the mechanical shearing of polymer. However, when the field service conditions, primarily or exclusively, result in the degradation of polymer by mechanical shearing, there may be a correlation between the results from this test method and results from the field.1.1 This test method covers the evaluation of the shear stability of polymer-containing fluids. The test method measures the viscosity loss, in mm2/s and percent, at 100 °C of polymer-containing fluids when evaluated by a diesel injector apparatus procedure that uses European diesel injector test equipment. The viscosity loss reflects polymer degradation due to shear at the nozzle. Viscosity loss is evaluated after both 30 cycles and 90 cycles of shearing.NOTE 1: This test method evaluates the shear stability of oils after both 30 cycles and 90 cycles of shearing. For most oils, there is a correlation between results after 30 cycles and results after 90 cycles of shearing, but this is not universal.NOTE 2: Test Method D6278 uses essentially the same procedure with 30 cycles but without the 90 cycles portion of the test. The correlation between results from this test method at 30 cycles and results from Test Method D6278 has been established and shown in Research Report RR:D02-1629 to be equivalent.NOTE 3: Test Method D2603 has been used for similar evaluation of shear stability; limitations are as indicated in the significance statement. No detailed attempt has been undertaken to correlate the results of this test method with those of the sonic shear test method.NOTE 4: This test method uses test apparatus as defined in CEC L-14-A-93. This test method differs from CEC-L-14-A-93 in the period of time required for calibration.NOTE 5: Test Method D5275 also shears oils in a diesel injector apparatus but may give different results.NOTE 6: This test method has different calibration and operational requirements than withdrawn Test Method D3945.1.2 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 warning statements are given in Section 8.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 The ID and CD values and the DCN 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 and marketers, and in commerce as a specification aid to relate or match fuels and engines.5.3 The relationship of diesel fuel oil DCN determinations to the performance of full-scale, variable-speed, variable-load diesel engines is not completely understood.5.4 This test can be applied to non-conventional diesel fuels.5.5 This test determines ignition characteristics and requires a sample of approximately 370 mL and a test time of approximately 30 min using a fit-for-use instrument.1.1 This test method covers the quantitative determination of the derived cetane number of conventional diesel fuel oils, diesel fuel oils containing cetane number improver additives, and is applicable to products typical of Specification D975, Grades No.1-D and 2-D regular, low and ultra-low-sulfur diesel fuel oils, European standard EN590, and Canadian standards CAN/CGSB-3.517, CAN/CGSB-3.520, and CAN/CGSB-3.522. The test method may be applied to the quantitative determination of the derived cetane number of biodiesel, blends of diesel fuel oils containing biodiesel material (for example, Specifications D975, D6751, and D7467), and diesel fuel oil blending components.1.2 This test method utilizes a constant volume combustion chamber with direct fuel injection into heated, compressed synthetic air. A dynamic pressure wave is produced from the combustion of the sample. An equation converts the ignition delay and the combustion delay determined from the dynamic pressure curve to a derived cetane number (DCN).1.3 This test method covers the ignition delay ranging from 1.9 ms to 25 ms and combustion delay ranging from 2.5 ms to 160 ms (30 DCN to 70 DCN). However, the precision stated only covers the range of DCN results from 38.45 to 64.35.1.4 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

5.1 Biodiesel is a fuel commodity primarily used as a value-added blending component with diesel fuel.5.2 This test method is applicable for quality control in the production and distribution of diesel fuel and biodiesel blends containing FAME.5.3 The use of triglycerides in fuels is not approved for transportation applications within any ASTM specification. This test method allows the quantification of triglyceride concentration in biodiesel blends, thus enabling detection of out-of-specification blending.5.4 This test method is fast, simple to run, inexpensive and requires no sample preparation.1.1 This test method covers the determination of fatty acid methyl ester (FAME) biodiesel and triglyceride (TAG) concentrations in traditional diesel and renewable diesel fuel blends using a portable mid-infrared spectrometer.1.2 The method applies to samples with biodiesel concentrations from 3 % to 40 % by volume. Additionally, it applies to samples with biodiesel concentrations from 2 % to 27 % by volume which contain triglycerides concentrations from 1 % to 10 % by volume. Triglycerides from 2 % to 10 % by volume can be determined in samples of diesel having biodiesel concentrations from 3 % to 27 % by volume. FAME and triglyceride can be simultaneously determined outside these stated ranges, but the stated precision estimates do not apply.1.3 The method is not able to distinguish TAG and FAME if the TAG concentrations is below 0.142× the measured FAME concentrations.1.4 This procedure is not appropriate for the determination of the concentration of biodiesel in the form of fatty acid ethyl esters (FAEE), see Section 6 for further discussion of possible interferences.1.5 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.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 This test method was developed to evaluate the wear performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR. Obtain results from used oil analysis and component measurements before and after the test.5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed.1.1 This test method is commonly referred to as the Mack T-10.2 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including lead corrosion and wear of piston rings and cylinder liners.1.2 This test method also provides the procedure for running an abbreviated length test, which is commonly referred to as the T-10A. The procedures for the T-10 and T-10A are identical with the exception of the items specifically listed in Annex A8. Additionally, the procedure modifications listed in Annex A8 refer to the corresponding section of the T-10 procedure.1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in non-conformance with the standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. See Annex A7 for specific Safety Hazards.

定价： 0元 / 折扣价： 0 元

5.1 This test method provides a measure of the presence of surfactants in diesel fuels, and can be performed in the field or in a laboratory. Like Test Method D3948 used for jet fuel, this test method can detect traces of some refinery treating chemicals left in fuel. It can also detect surface active substances added to or picked up by the fuel during handling from point of production to point of use.5.2 Certain additives, which can act as weak surfactants, give a slightly reduced DSEP rating. Other substances which are strong surfactants give much lower DSEP ratings.5.3 This test method recommends use of the D cell coalescer when testing ULSD that contains less than 1 % biodiesel content. The DB cell coalescer should be used when testing B1-B20 blends. Weak surfactants, with slightly reduced DSEP ratings, do not significantly affect the ability of filter separators to separate free water from the fuel. Strong surfactants give a much lower DSEP rating and adversely affect the ability of filter separators to separate free water from the fuel.5.4 Results from this test method do not have a known relationship to the rate of water settling in tanks.5.5 The Micro-Separometer instrument has a measurement range from 50 to 100. Values obtained outside of those limits are undefined and invalid.NOTE 2: In the event a value greater than 100 is obtained, there is a good probability that light transmittance was reduced by material contained in the fuel used to set the 100 reference level. The material was subsequently removed during the coalescing portion of the test, thus, the processed fuel had a higher light transmittance than the fuel sample used to obtain the 100 reference level resulting in the final rating measuring in excess of 100.1.1 This test method covers a rapid portable means for field and laboratory use to rate the ability of diesel fuels (both neat and those containing additives) to release entrained or emulsified water when passed through fiberglass coalescing material.1.2 This test method is applicable to diesel fuels such as Specification D975 Grade No. 1-D and Grade No. 2-D of all sulfur levels, Specification D7467 biodiesel blends B6-B20, and MIL-DTL-16884, naval distillate fuel (NATO F-76).NOTE 1: This test method is similar to Test Method D3948 which is applicable to aviation turbine fuels.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： 646元 / 折扣价： 550 元 加购物车

5.1 This test method is used to determine the ability of an engine crankcase oil to control wear that can develop in the field under low to moderate engine speeds and heavy engine torques. Side-by-side comparisons of two or more oils in delivery van fleets were used to demonstrate the field performance of various oils. The specific operating conditions of this test method were developed to provide correlation with the field performance of these oils.5.2 This test method, along with other test methods, defines the minimum performance level of the Category API CG-4 for heavy duty diesel engine lubricants. Passing limits for this category are included in Specification D4485.5.3 The design of the engine used in this test method is not representative of all modern diesel engines. Consider this factor, along with the specific operating conditions used to accelerate wear, when extrapolating test results.1.1 This engine lubricant test method is commonly referred to as the Roller Follower Wear Test. Its primary result, roller follower shaft wear in the hydraulic valve lifter assembly, has been correlated with vehicles used in stop-and-go delivery service prior to 1993. It is one of the test methods required to evaluate lubricants intended to satisfy the API CG-4 performance category. This test has also been referred to as the 6.2 L Test.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 pipe fittings, thermocouple diameters, and NPT screw threads. Also, roller follower wear is measured in mils.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 Table of Contents:  Section 1Referenced Documents 2Terminology 3Summary of Test Method 4 5Reagents 7 Guidelines on Substitution 7.1Apparatus 6Preparation of Apparatus 8 New Engine Preparation 8.1 Installation of Auxiliary Systems and Miscellaneous Components 8.2Test Procedure 9 Description of Test Segments and Organization of Test Procedure Sections 9.1 Engine Parts Replacement 9.2 Engine Starting Procedure 9.3 Normal Engine Shutdown Procedure 9.4 Emergency Shutdown Procedure 9.5 Unscheduled Shutdown and Downtime 9.6 New Engine Break-In 9.7 Pretest Procedure 9.8 Fifty-Hour Steady State Test 9.9 Periodic Measurements 9.10 Oil Sampling and Oil Addition Procedures 9.11 End of Test (EOT) Procedure 9.12Calculation and Interpretation of Test Results 10 Environment of Parts Measurement Area 10.1 Roller Follower Shaft Wear Measurements 10.2 Oil Analysis 10.3 Assessment of Test Validity 10.4Final Test Report 11 Reporting Calibration Test Results 11.1 Report Forms 11.2 Interim Non-Valid Calibration Test Summary 11.3 Severity Adjustments 11.4Precision and Bias 12 Precision 12.1 Precision Estimate 12.2 Bias 12.3Keywords 13ANNEXESGuidelines for Test Part Substitution or Modification Annex A1Guidelines for Units and Specification Formats Annex A2Detailed Specifications of Apparatus Annex A3Calibration Annex A4Final Report Forms Annex A5Illustrations Annex A6Kinematic Viscosity at 100°C Procedure for the Roller Follower Wear Test Annex A7Enhanced Thermal Gravimetric Analysis (TGA) Procedure for Soot Measurement Annex A8Sources of Materials and Information Annex A9APPENDIXESPC-9 Reference Diesel Fuel Properties Appendix X1Diagnostic Data Review Appendix X21.5 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： 646元 / 折扣价： 550 元 加购物车

1.1 This test method covers a technique for field testing the concentration of aqueous urea-based diesel exhaust fluid (DEF) prescribed for use in diesel engines equipped with selective catalytic reduction technology and is not intended to circumvent or replace the more accurate determination of urea content by refractive index laboratory method, described in ISO 22241-2, Annex C.1.2 This test method is designed solely as a quantitative test to determine the concentration of urea in DEF and does not purport to determine the quality of DEF nor to detect trace or other contaminants therein. Biuret content of DEF creates a known bias in this test method. See section 9.2.1 for details.1.3 Units—The values stated in SI units are to be regarded as the 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 was developed to evaluate the viscometric performance of engine oils in turbocharged and intercooled four-cycle diesel engines. Results are obtained from used oil analysis.5.2 The test method is used for engine oil specification acceptance when all details of the procedure are followed.1.1 This test method covers an engine test procedure for evaluating diesel engine oils for performance characteristics, including viscosity increase and soot concentrations (loading).2 This test method is commonly referred to as the Mack T-8.1.2 This test method also provides the procedure for running an extended length T-8 test, which is commonly referred to as the T-8E and an abbreviated length test, which is commonly referred to as T-8A. The procedures for the T-8E and the T-8A are identical to the T-8 with the exception of the items specifically listed in Annex A8 and Annex A9 respectively. Additionally, the procedure modifications listed in Annex A8 and Annex A9 refer to the corresponding section of the T-8 procedure.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 the units for screw threads, National Pipe Threads/diameters, tubing size, sole source equipment suppliers, and oil consumption in grams per kilowatt-hour.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. See Annex A6 for specific safety precautions.1.5 A Table of Contents follows: 1Referenced Documents 2Terminology 3Summary of Test Method 4 5Apparatus 6 General Description 6.1 The Test Engine 6.2 Mack Test Engine 6.2.1 Engine Cooling System 6.2.2 Engine Oil System 6.2.3 Auxiliary Oil System 6.2.4 Crankcase Aspiration 6.2.5 Blowby Meter 6.2.6 Air Supply and Filtration 6.2.7 Fuel Supply 6.2.8 Intake Manifold Temperature Control 6.2.9Engine Fluids 7 Test Oil 7.1 Test Fuel 7.2 Engine Coolant 7.3 Cleaning Materials 7.4Preparation of Apparatus at Rebuild 8 Cleaning of Parts 8.1 Valves, Seats, Guides, and Springs 8.2 Cylinder Liner, Piston, and Piston Ring Assembly 8.3 Injectors and Injection Pump 8.4 Assembly Instructions 8.5 Measurements 8.6Laboratory and Engine Test Stand Calibration/Non-ReferenceRequirements 9 Calibration Frequency 9.1 Calibration Reference Oils 9.2 Test Numbering 9.3 New Laboratories and New Test Stands 9.4 Calibrated Laboratories and Test Stands 9.5 Calibration Test Acceptance 9.6 Failing Calibration Tests 9.7 Non-Reference Oil Test Requirements 9.8Procedure 10 Pretest Procedure 10.1 Engine Start-Up 10.2 Engine Shutdown 10.3 Test Cycle 10.4 Oil Addition/Drain 10.5 Oil Samples 10.6 Oil Consumption Calculations 10.7 Fuel Samples 10.8 Periodic Measurements 10.9 Blowby 10.10 Centrifugal Oil Filter Mass Gain 10.11 Oil Filter Δ P Calculation 10.12 Post Test 10.13Inspection of Fuel and Oil During Test 11 Oil Inspection 11.1 Fuel Inspections 11.2 Oil Consumption 11.3Report 12 Reporting Test Results 12.1 Deviations from Test Operational Limits 12.2 Electronic Transmission of Test Results 12.3 Plots of Operational Data 12.4Precision and Bias 13 Precision 13.1 Bias 13.2Keywords 14Annexes  Report Forms Annex A1Sensor Locations Annex A2Kinematic Viscosity At 100 °C For Test Method D5967 Samples Annex A3Enhanced Thermal Gravimetric Analysis (TGA) Procedure Annex A4Procurement of Test Materials Annex A5Safety Precautions Annex A6Data Dictionary Annex A7T-8E Extended Length Test Requirements Annex A8T-8A Abbreviated Length Test Requirements Annex A9Mack T-8A, T-8, and T-8E Fuel Requirements Annex A101.6 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： 843元 / 折扣价： 717 元 加购物车

4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures.1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.41.2 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. Specific hazard statements are given in 5.3.1, 6.5, 6.6, 6.7, 6.8, 6.9, 7.1.1, 7.1.2, and 7.1.5.1.4 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 Operating experience of gas turbines and diesel engines has shown that some of the ash-forming substances present in a fuel can lead to high temperature corrosion, ash deposition, and fuel system fouling. Ash-forming materials may be in a fuel as oil-soluble metallo-organic compounds as water-soluble salts or as solid foreign contamination. Their presence and concentration varies with the geographical source of a crude oil and they are concentrated in the residual fractions during the refining process. Although distillate fuel oils are typically contaminant free, ash-forming materials may be introduced later in the form of salt-bearing water or by contact with other petroleum products during transportation and storage. Specifications of gas turbine and diesel engine fuels and the significance of contamination and trace metals are detailed in Specifications D2880 and D975.5.1.1 Pre-conditioning of the fuel before it reaches the gas turbine or diesel engine has become a prerequisite for installations that use heavy petroleum fuel, and also for sites that use light distillate fuel oils. On-site fuel analysis to determine the extent of contamination is an integral part of a fuel quality management program. It is used first to determine the extent of the required treatment, and later, the effectiveness of the treatment. It starts with the delivery of the fuel, continues throughout fuel handling and ends only as the fuel is injected into the turbine or engine.5.1.2 Fuel contamination specifications vary among the different gas turbine manufacturers. However, without exception, each requires that contaminants must be as low as possible. In most power generation installations, it is the owner who has the responsibility of verifying fuel cleanliness in compliance with the turbine manufacturer's warranty specifications. This leads to an on-site analytical instrument performance requirement of below 1.0 mg/kg for several elements.1.1 This test method covers the determination of contaminants and materials as a result of corrosion in gas turbine or diesel engine fuels by rotating disc electrode atomic emission spectroscopy (RDE-AES).1.1.1 The test method is applicable to ASTM Grades 0-GT, 1-GT, 2-GT, 3-GT, and 4-GT gas turbine fuels and Grades Low Sulfur No. 1-D, Low Sulfur No. 2-D, No. 1-D, No. 2-D, and No. 4-D diesel fuel oils.1.1.1.1 Trace metal limits of fuel entering turbine combustor(s) are given as 0.5 mg/kg each for vanadium, sodium + potassium, calcium, and lead in Specification D2880 for all GT grades.1.1.2 This test method provides a rapid at-site determination of contamination and corrosive elements ranging from fractions of mg/kg to hundreds of mg/kg in gas turbine and diesel engine fuels so the fuel quality and level of required treatment can be determined.1.1.3 This test method uses oil-soluble metals for calibration and does not purport to quantitatively determine or detect insoluble particles.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. The preferred units for concentration are mg/kg (ppm by mass).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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