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.

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4.1 Crude petroleum contains sulfur compounds, most of which are removed during refining. However, of the sulfur compounds remaining in the petroleum product, some can have a corroding action on various metals and this corrosivity is not related to the total sulfur content. In addition, fuels can become contaminated by corrosive sulfur compounds during storage and distribution. The corrosive effect can vary according to the chemical types of sulfur compounds present.4.2 The silver strip corrosion test is designed to assess the relative degree of corrosivity of a petroleum product towards silver and silver alloys.4.3 Reactive sulfur compounds present in automotive spark-ignition engine fuels under some circumstances can corrode or tarnish silver alloy fuel gauge in-tank sender units (and silver-plated bearings in some 2-stroke cycle engines). To minimize or prevent the failure of silver alloy in-tank sender units by corrosion or tarnish, Specification D4814 requires that fuels shall pass the silver strip corrosion test.1.1 This test method covers the determination of the corrosiveness to silver by automotive spark-ignition engine fuel, as defined by Specification D4814, or similar specifications in other jurisdictions, having a vapor pressure no greater than 124 kPa (18 psi) at 37.8 °C (100 °F), by one of two procedures. Procedure A involves the use of a pressure vessel, whereas Procedure B involves the use of a vented test tube.1.2 The result of the test is based on a visual rating that is classified as an integer in the range from 0 to 4 as defined in Table 1.1.3 Warning—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.1.4 The values stated in SI units are to be regarded as the standard. The values in parentheses are for information only.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 6.1 and Section 7.1.6 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 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.5.2 Use—The Sequence VIF test method is useful for engine oil fuel economy specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:5.2.1 Specification D4485.5.2.2 API 1509.5.2.3 SAE Classification J304.5.2.4 SAE Classification J1423.1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a specified spark-ignition engine with a displacement of 3.6 L (General Motors)4 on a dynamometer test stand. It applies to multi viscosity oils used in these applications.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 equivalent such as the units for screw threads, National Pipe threads/diameters, tubing size, and single source supply equipment specifications. Additionally, Brake Fuel Consumption (BSFC) is measured in kilograms per kilowatt-hour.1.3 This test method is arranged as follows:  SectionIntroduction   1Referenced Documents 2Terminology 3Summary of Test Method 4Significance and Use 5Apparatus 6General 6.1Test Engine Configuration 6.2Laboratory Ambient Conditions 6.3Engine Speed and Torque Control 6.4Dynamometer 6.4.1Dynamometer Torque 6.4.2Engine Cooling System 6.5External Oil System 6.6Fuel System 6.7Fuel Flow Measurement 6.7.2Fuel Temperature and Pressure Control to the Fuel Flow Meter 6.7.3Fuel Temperature and Pressure Control to Engine Fuel Rail 6.7.4Fuel Supply Pumps 6.7.5Fuel Filtering 6.7.6Engine Intake Air Supply 6.8Intake Air Humidity 6.8.1Intake Air Filtration 6.8.2Intake Air Pressure Relief 6.8.3Temperature Measurement 6.9Thermocouple Location 6.9.5AFR Determination 6.10Exhaust and Exhaust Back Pressure Systems 6.11Exhaust Manifolds 6.11.1Laboratory Exhaust System 6.11.2Exhaust Back Pressure 6.11.3Pressure Measurement and Pressure Sensor Locations 6.12Engine Oil 6.12.2Fuel to Fuel Flow meter 6.12.3Fuel to Engine Fuel Rail 6.12.4Exhaust Back Pressure 6.12.5Intake Air 6.12.6Intake Manifold Vacuum/Absolute Pressure 6.12.7Coolant Flow Differential Pressure 6.12.8Crankcase Pressure 6.12.9Engine Hardware and Related Apparatus 6.13Test Engine Configuration 6.13.1ECU (Power Control Module) 6.13.2Thermostat Block-Off Adapter Plate 6.13.3Wiring Harness 6.13.4Oil Pan 6.13.5Engine Water Pump Adapter Plate 6.13.6Thermostat Block-Off Plate 6.13.7Oil Filter Adapter Plate 6.13.8Modified Throttle Body Assembly 6.13.9Fuel Rail 6.13.10Miscellaneous Apparatus Related to Engine Operation 6.14Reagents and Materials 7Engine Oil 7.1Test Fuel 7.2Engine Coolant 7.3Cleaning Materials 7.4Preparation of Apparatus 8Test Stand Preparation 8.2Engine Preparation 9Cleaning of Engine Parts 9.3Engine Assembly Procedure 9.4General Assembly Instructions 9.4.1Bolt Torque Specifications 9.4.2Sealing Compounds 9.4.3Harmonic Balancer 9.4.5Thermostat 9.4.6Coolant Inlet 9.4.7Oil Filter Adapter 9.4.8Dipstick Tube 9.4.9Sensors, Switches, Valves, and Positioner’s 9.4.10Ignition System 9.4.11Fuel Injection System 9.4.12Intake Air System 9.4.13Engine Management System 9.4.14Accessory Drive Units 9.4.15Exhaust Manifolds 9.4.16Engine Flywheel and Guards 9.4.17Lifting of Assembled Engines 9.4.18Engine Mounts 9.4.19Non-Phased Camshaft Gears 9.4.20Internal Coolant Orifice 9.4.21Calibration 10Stand/Engine Calibration 10.1Procedure 10.1.1Reporting of Reference Results 10.1.2Analysis of Reference/Calibration Oils 10.1.3Instrument Calibration 10.2Engine Torque Measurement System 10.2.3Fuel Flow Measurement System 10.2.4Coolant Flow Measurement System 10.2.5Thermocouple and Temperature Measurement System 10.2.6Humidity Measurement System 10.2.7Other Instrumentation 10.2.8Test Procedure 11External Oil System 11.1Flush Effectiveness Demonstration 11.2Preparation for Oil Charge 11.3Initial Engine Start-Up 11.4New Engine Break-In 11.5Oil Charge for Break-In 11.5.2Break-In Operating Conditions 11.5.3Standard Requirements for Break-In 11.5.4Routine Test Operation 11.6Start-Up and Shutdown Procedures 11.6.1Flying Flush Oil Exchange Procedures 11.6.2Test Operating Stages 11.6.3Stabilization to Stage Conditions 11.6.4Stabilized BSFC Measurement Cycle 11.6.5BLB1 Oil Flush Procedure for BL Oil Before Test Run 1 11.6.6BSFC Measurement of BLB1 Oil Before Test Oil 11.6.7BLB2 Oil Flush Procedure for BL Oil Before Test Oil Run 2 11.6.8BSFC Measurement of BLB2 Oil Before Test Oil 11.6.9Percent Delta Calculation for BLB1 vs. BLB2 11.6.10Test Oil Flush Procedure 11.6.11Test Oil Aging, Phase I 11.6.12BSFC Measurement of Aged (Phase I) Test Oil 11.6.13Test Oil Aging, Phase II 11.6.14BSFC Measurement of Aged (Phase II) Test Oil 11.6.15Oil Consumption and Sampling 11.6.16Flush Procedure for BL Oil (BLA) After Test Oil 11.6.17General Test Data Logging Forms 11.6.18Diagnostic Review Procedures 11.6.19Determination of Test Results 12Final Test Report 13Precision and Bias 14Keywords 15Annexes  ASTM Test Monitoring Center Organization Annex A1ASTM Test Monitoring Center: Calibration Procedures Annex A2ASTM Test Monitoring Center: Maintenance Activities Annex A3ASTM Test Monitoring Center: Related Information Annex A4Detailed Specifications and Drawings of Apparatus Annex A5Oil Heater Bolton 255 Refill Procedure Annex A6Engine Part Number Listing Annex A7Safety Precautions Annex A8Sequence VIF Test Report Forms and Data Dictionary Annex A9Statistical Equations for Mean and Standard Deviations Annex A10Determining the Oil Sump Full Level & Consumption Annex A11Fuel Injection Evaluation Annex A12Pre-test Maintenance Checklist Annex A13Blow-by Ventilation System Requirements Annex A14Calculation of Test Results Annex A15Calculation of Un-weighted Baseline Shift Annex A16Non-Phased Cam Gear and Position Actuator Installation and GM Short Block Assembly Procedure Annex A17Appendix  Procurement of Test Methods Appendix X11.4 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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4.1 This test method can be used for quantitative determination of asphalt content in asphalt mixture and pavement samples for quality control, specification acceptance, and mixture evaluation studies. This test method does not require the use of solvents. Aggregate obtained by this test method may be used for gradation analysis according to Test Method D5444.1.1 This test method covers the determination of asphalt content of asphalt mixture and asphalt pavement samples by removing the asphalt cement in an ignition furnace. The means of sample heating may be the convection method or direct irradiation method.NOTE 1: Aggregate obtained by this test method may be used for sieve analysis. Particle size degradation may occur with some aggregates.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 Test Method—The Coordinating Research Council sponsored testing to develop this test method to evaluate a fuel's tendency to form intake valve deposits.5.1.1 State and Federal Legislative and Regulatory Action—Regulatory action by California Air Resources Board (CARB)9 and the United States Environmental Protection Agency (EPA)10 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 used in this test method are not representative of all engines. 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 12 – 14 will result in an invalid test. Apply engineering judgment during conduct of the test method when assessing any anomalies to ensure validity of the test results.5.2.2 Engine Compliance—A test is not considered valid unless the test engine meets the quality control inspection requirements as described in Sections 10 and 12.1.1 This test method covers an engine dynamometer test procedure for evaluation of intake valve deposit formation of unleaded spark-ignition engine fuels.2 This test method uses a Ford Ranger 2.3 L four-cylinder engine. This test method includes detailed information regarding the procedure, hardware, and operations.1.2 The ASTM Test Monitoring Center (TMC)3 is responsible for engine test stand calibration as well as issuance of information letters after test method modifications are approved by Subcommittee D02.A0 and Committee D02. Users of this test method shall request copies of recent information letters from the TMC to ensure proper conduct of the test method.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 warning statements are given throughout this test method.1.5 This test method is arranged as follows:Subject Section 1Referenced Documents 2Terminology 3Summary of Test Method 4 5Apparatus 6 Laboratory Facilities 6.1 Engine and Cylinder Head Build-Up and Measurement Area 6.1.1 Engine Operating Area 6.1.2 Fuel Injector Testing Area 6.1.3 Intake Valve Rinsing and Parts Cleaning Area 6.1.4 Parts Rating and Intake Valve Weighing Area 6.1.5 Test Stand Laboratory Equipment 6.2 Test Stand Configuration 6.2.1 Dynamometer Speed and Load Control System 6.2.2 Intake Air Supply System 6.2.3 Exhaust System 6.2.4 Fuel Supply System 6.2.5 Engine Control Calibration 6.2.6 Ignition System 6.2.7 Engine Coolant System 6.2.8 External Oil System 6.2.9 Temperature Measurement Equipment and Locations 6.2.10 Pressure Measurement Equipment and Locations 6.2.11 Flow Measurement Equipment and Locations 6.2.12 Speed and Load Measurement Equipment and Locations 6.2.13 Exhaust Emissions Measurement Equipment and Location 6.2.14 DPFE (EGR) Voltage Measurement Equipment and Location 6.2.15 Ignition Timing Measurement Equipment and Location 6.2.16 Test Engine Hardware 6.3 Test Engine Parts 6.3.1 New Parts Required 6.3.2 Reusable Engine Parts 6.3.3 Special Measurement and Assembly Equipment 6.4Reagents and Materials 7Hazards 8Reference Fuel 9Preparation of Apparatus 10 Test Stand Preparation 10.1 Engine Block Preparation 10.2 Preparation of Miscellaneous Engine Components 10.3 Cylinder Head Preparation 10.4 Cylinder Head Assembly 10.5 Cylinder Head Installation 10.6 Final Engine Assembly 10.7Calibration 11 Test Stand Calibration 11.1 Instrumentation Calibration 11.2Procedure 12 Pretest Procedure 12.1 Engine Operating Procedure 12.2 Periodic Measurements and Functions 12.3 End of Test Procedures 12.4Determination of Test Results 13 Post-Test Intake Valve Weighing Procedure 13.1 Photographs of Parts—General 13.2 Induction System Rating 13.3 Determination of Test Validity-Engine Conformance 13.4Report 14Precision and Bias 15Keywords 16Annexes  Detailed Specifications and Photographs of Apparatus Annex A1Engine Part Number Listing Annex A2Statistical Equations for Mean and Standard Deviation Annex A31.6 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

1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty 3856 kg (8500 lb), or less, gross vehicle weight trucks. The tests are conducted using a specified 4.6-L spark-ignition engine on a dynamometer test stand. It applies to multiviscosity grade oils used in these applications. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.1.2 The values stated in either SI units or other units shall be regarded separately as the standard. Within the text, the SI units are stated first with the other units shown in parentheses. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other, without combining values in any way.1.3This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.1.4 This test method is arranged as follows:Subject SectionIntroduction 1Referenced Documents 2Terminology 3Summary of Test Method 4Significance and Use 5Apparatus 6General 6.1Test Engine Configuration 6.2Laboratory Ambient Conditions 6.3Engine Speed and Load Control 6.4Engine Cooling System 6.5External Oil System 6.6Fuel System 6.7Engine Intake Air Supply 6.8Temperature Measurement 6.9AFR Determination 6.10Exhaust and Exhaust Back Pressure Systems 6.11Pressure Measurement and Pressure Sensor Locations 6.12Engine Hardware and Related Apparatus 6.13Miscellaneous Apparatus Related to Engine Operation 6.14Reagents and Materials 7Engine Oil 7.1Test Fuel 7.2Engine Coolant 7.3Cleaning Materials 7.4Sealing Compounds 7.5Preparation of Apparatus 8Test Stand Preparation 8.2Engine Preparation 9Cleaning of Engine Parts 9.2Engine Assembly Procedure 9.3General Assembly Instructions 9.3.1Bolt Torque Specifications 9.3.2Sealing Compounds 9.3.3New Parts Required for Each New Engine 9.3.4Harmonic Balancer 9.3.5Oil Pan 9.3.6Intake Manifold 9.3.7Camshaft Covers 9.3.8Thermostat 9.3.9Thermostat Housing 9.3.10Coolant Inlet 9.3.11Oil Filter Adapter 9.3.12Dipstick Tube 9.3.13Water Pump 9.3.14Sensors, Switches, Valves, and Positioners 9.3.15Ignition System 9.3.16Fuel Injection System 9.3.17Intake Air System 9.3.18Engine Management System (Spark and Fuel Control) 9.3.19Accessory Drive Units 9.3.20Exhaust Manifolds 9.3.21Engine Flywheel and Guards 9.3.22Lifting of Assembled Engines 9.3.23Engine Mounts 9.3.24Calibration 10BC Pre-Test Verification 10.1Engine/Test Stand Calibration 10.2Procedure 10.2.1Reporting of Reference Results 10.2.2Analysis of Reference Oils 10.2.3Flush Effectiveness Demonstration 10.2.4Instrument Calibration 10.3Engine Load Measurement System 10.3.1Fuel Flow Measurement System 10.3.2Coolant Flow Measurement System 10.3.3Thermocouple and Temperature Measurement System 10.3.4Humidity Measurement System 10.3.5Other Instrumentation 10.3.6Test Procedure 11Preparation for Initial Start-Up of New Engine 11.1Initial Engine Start-Up 11.2Coolant Flush 11.3New Engine Break-In 11.4Routine Test Operation 11.5Start-Up and Shutdown Procedures 11.5.8Flying Flush Oil Exchange Procedures 11.5.9Test Operating Stages 11.5.10Stabilization to Stage Conditions 11.5.11Stabilized BSFC Measurement Cycle 11.5.12Data Logging 11.5.13BC Oil Flush Procedure for BC Oil Before Test Oil 11.5.14BSFC Measurement of BC Oil Before Test Oil 11.5.15Test Oil Flush Procedure 11.5.16Test Oil Aging 11.5.17BSFC Measurement of Aged Test Oil 11.5.18BC Oil Flush Procedure for BC Oil After Test Oil 11.5.19BSFC Measurement for BC Oil After Test Oil 11.5.20General Test Data Logging Forms 11.5.21Diagnostic Review Procedures 11.5.22Determination of Test Results 12Final Test Report 13Validity Statement 13.1Report Format 13.2Precision, Validity, and Bias 14Precision 14.1Validity 14.2Test Stand Calibration Status 14.2.1Validity Interpretation of Deviant Operational Conditions 14.2.2Keywords 15ANNEXESRole of ASTM Test Monitoring Center Annex A1Detailed Specifications and Drawings of Apparatus Annex A2Oil Heater Cerrobase Refill Procedure Annex A3Engine Part Number Listing Annex A4Flying Flush Checklists Annex A5Safety Precautions Annex A6Report Format Annex A7Control Chart Technique for Stand/Engine Severity Adjustment (SA) Annex A8Statistical Equations for Mean and Standard Deviation Annex A9Fuel Injector Evaluation Annex A10Pre-test Maintenance Checklist Annex A11APPENDIXESProcurement of Test Materials Appendix X1Data Dictionary Appendix X2

定价： 0元 / 折扣价： 0 元

1.1 Scope 1.1.1 This standard applies to newly produced automatic gas ignition systems (see Part III, Definitions) and components thereof other than types utilizing low, extra low, or high voltages, constructed entirely of new, unused parts and materi

定价： 1138元 / 折扣价： 968 元

5.1 Knowledge of the specified individual component composition (speciation) of gasoline fuels and blending stocks is useful for refinery quality control and product specification. Process control and product specification compliance for many individual hydrocarbons may be determined through the use of this test method.1.1 This test method covers the determination of individual hydrocarbon components of spark-ignition engine fuels and their mixtures containing oxygenate blends (MTBE, ETBE, ethanol, and so forth) with boiling ranges up to 225 °C. Other light liquid hydrocarbon mixtures typically encountered in petroleum refining operations, such as blending stocks (naphthas, reformates, alkylates, and so forth) may also be analyzed; however, statistical data was obtained only with blended spark-ignition engine fuels.1.2 Based on the cooperative study results, individual component concentrations and precision are determined in the range of 0.01 % mass to approximately 30 % mass. The procedure may be applicable to higher and lower concentrations for the individual components; however, the user must verify the accuracy if the procedure is used for components with concentrations outside the specified ranges.1.3 The test method also determines methanol, ethanol, t-butanol, methyl t-butyl ether (MTBE), ethyl t-butyl ether (ETBE), t-amyl methyl ether (TAME) in spark ignition engine fuels in the concentration range of 1 % mass to 30 % mass. However, the cooperative study data provided sufficient statistical data for MTBE only.1.4 Although a majority of the individual hydrocarbons present are determined, some co-elution of compounds is encountered. If this test method is utilized to estimate bulk hydrocarbon group-type composition (PONA) the user of such data should be cautioned that some error will be encountered due to co-elution and a lack of identification of all components present. Samples containing significant amounts of olefinic or naphthenic (for example, virgin naphthas), or both, constituents above n-octane may reflect significant errors in PONA type groupings. Based on the gasoline samples in the interlaboratory cooperative study, this procedure is applicable to samples containing less than 25 % mass of olefins. However, some interfering coelution with the olefins above C7 is possible, particularly if blending components or their higher boiling cuts such as those derived from fluid catalytic cracking (FCC) are analyzed, and the total olefin content may not be accurate. Caution should also be exercised when analyzing olefin-free samples using this test method as some of the paraffins may be reported as olefins since analysis is based purely on retention times of the eluting components.1.4.1 Total olefins in the samples may be obtained or confirmed, or both, if necessary, by Test Method D1319 (percent volume) or other test methods, such as those based on multidimensional PONA type of instruments (Test Method D6839).1.5 If water is or is suspected of being present, its concentration may be determined, if desired, by the use of Test Method D1744, or equivalent. Other compounds containing oxygen, sulfur, nitrogen, and so forth, may also be present, and may co-elute with the hydrocarbons. If determination of these specific compounds is required, it is recommended that test methods for these specific materials be used, such as Test Methods D4815 and D5599 for oxygenates, and D5623 for sulfur compounds, or equivalent.1.6 Annex A1 of this test method compares results of the test procedure with other test methods for selected components, including olefins, and several group types for several interlaboratory cooperative study samples. Although benzene, toluene, and several oxygenates are determined, when doubtful as to the analytical results of these components, confirmatory analyses can be obtained by using specific test methods.1.7 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this 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.

定价： 918元 / 折扣价： 781 元 加购物车

5.1 Knowledge of the individual component composition (speciation) of gasoline fuels and blending stocks is useful for refinery quality control and product specification. Process control and product specification compliance for many individual hydrocarbons can be determined through the use of this test method.5.2 This test method is adopted from earlier development and enhancement.4,5,6,7 The chromatographic operating conditions and column tuning process, included in this test method, were developed to provide and enhance the separation and subsequent determination of many individual components not obtained with previous single-column analyses. The column temperature program profile is selected to afford the maximum resolution of possible co-eluting components, especially where these are of two different compound types (for example, a paraffin and a naphthene).5.3 Although a majority of the individual hydrocarbons present in petroleum distillates are determined, some co-elution of compounds is encountered. If this test method is utilized to determine bulk hydrocarbon group-type composition (PONA), the user of such data should be cautioned that some error will be encountered due to co-elution and a lack of identification of all components present. Samples containing significant amounts of olefinic or naphthenic, or both, constituents above octane may reflect significant errors in PONA-type groupings.5.4 If water is or is suspected of being present, its concentration is determined by the use of Test Method D1744. Other compounds containing oxygen, sulfur, nitrogen, and so forth may also be present, and may co-elute with the hydrocarbons. When known co-elution exists, these are noted in the test method data tables. If determination of these specific compounds is required, it is recommended that test methods for these specific materials be used, such as Test Method D4815 and D5599 for oxygenates, Test Method D5580 for aromatics, and Test Method D5623 for sulfur compounds.1.1 This test method covers the determination of individual hydrocarbon components of spark-ignition engine fuels and their mixtures containing oxygenate blends (MTBE, ETBE, ethanol, and so forth) with boiling ranges up to 225 °C. Other light liquid hydrocarbon mixtures typically encountered in petroleum refining operations, such as blending stocks (naphthas, reformates, alkylates, and so forth) may also be analyzed; however, statistical data was obtained only with blended spark-ignition engine fuels.1.2 Based on the cooperative study results, individual component concentrations and precision are determined in the range from 0.01 % to approximately 30 % by mass. The test method may be applicable to higher and lower concentrations for the individual components; however, the user must verify the accuracy if the test method is used for components with concentrations outside the specified ranges.1.3 This test method also determines methanol, ethanol, t-butanol, methyl t-butyl ether (MTBE), ethyl t-butyl ether (ETBE), and t-amyl methyl ether (TAME) in spark ignition engine fuels in the concentration range from 1 % to 30 % by mass. However, the cooperative study data provided insufficient statistical data for obtaining a precision statement for these compounds.1.4 Although a majority of the individual hydrocarbons present are determined, some co-elution of compounds is encountered. If this test method is utilized to estimate bulk hydrocarbon group-type composition (PONA), the user of such data should be cautioned that some error will be encountered due to co-elution and a lack of identification of all components present. Samples containing significant amounts of naphthenic (for example, virgin naphthas) constituents above n-octane may reflect significant errors in PONA-type groupings. Based on the gasoline samples in the interlaboratory cooperative study, this test method is applicable to samples containing less than 25 % by mass of olefins. However, some interfering co-elution with the olefins above C7 is possible, particularly if blending components or their higher boiling cuts such as those derived from fluid catalytic cracking (FCC) are analyzed, and the total olefin content may not be accurate. Annex A1 of this test method compares results of the test method with other test methods for selected components, including olefins, and several group types for several interlaboratory cooperative study samples. Although benzene, toulene, and several oxygenates are determined, when doubtful as to the analytical results of these components, confirmatory analyses can be obtained by using the specific test methods listed in the reference section.1.4.1 Total olefins in the samples may be obtained or confirmed, or both, if necessary, by Test Method D1319 (percent by volume) or other test methods, such as those based on multidimentional PONA-type of instruments.1.5 If water is or is suspected of being present, its concentration may be determined, if desired, by the use of Test Method D1744 or equivalent. Other compounds containing oxygen, sulfur, nitrogen, and so forth, may also be present, and may co-elute with the hydrocarbons. If determination of these specific compounds is required, it is recommended that test methods for these specific materials be used, such as Test Methods D4815 and D5599 for oxygenates, and Test Method D5623 for sulfur compounds, or equivalent.1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.7 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.1.8 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.

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4.1 Most organic liquids and solids will ignite in a pressurized oxidizing gas atmosphere if heated to a sufficiently high temperature and pressure. This procedure provides a numerical value for the temperature at the onset of ignition under carefully controlled conditions. Means for extrapolation from this idealized situation to the description, appraisal, or regulation of fire and explosion hazards in specific field situations, are not established. Ranking of the ignition temperatures of several materials in the standard apparatus is generally in conformity with field experience.4.2 The temperature at which material will ignite spontaneously (AIT) will vary greatly with the geometry of the test system and the rate of heating. To achieve good interlaboratory agreement of ignition temperatures, it is necessary to use equipment of approximately the dimensions described in the test method. It is also necessary to follow the described procedure as closely as possible.4.3 The decomposition and oxidation of some fully fluorinated materials releases so little energy that there is no clear-cut indication of ignition. Nor will there be a clear indication of ignition if a sample volatilizes, distilling to another part of the reaction vessel, before reaching ignition temperature.1.1 This test method covers the determination of the temperature at which liquids and solids will spontaneously ignite. These materials must ignite without application of spark or flame in a high-pressure oxygen-enriched environment.1.2 This test method is intended for use at pressures of 2.1 MPa to 20.7 MPa [300 psi to 3000 psi]. The pressure used in the description of the method is 10.3 MPa [1500 psi], and is intended for applicability to high pressure conditions. The test method, as described, is for liquids or solids with ignition temperature in the range from 60 °C to 500 °C [140 °F to 932 °F].NOTE 1: Test Method G72/G72M normally utilizes samples of approximately 0.20 ± 0.03-g mass, a starting pressure of 10.3 MPa [1500 psi] and a temperature ramp rate of 5 °C/min. However, Autogenous Ignition Temperatures (AIT) can also be obtained under other test conditions. Testing experience has shown that AIT testing of volatile liquids can be influenced by the sample pre-conditioning and the sample mass. This will be addressed in the standard as Special Case 1 in subsection 8.2.2. Testing experience has also shown that AIT testing of solid or non-volatile liquid materials at low pressures (that is, < 2.1 MPa) can be significantly influenced by the sample mass and the temperature ramp rate. This will be addressed in the standard as Special Case 2, in subsection 8.2.3. Since the AIT of a material is dependent on the sample mass/configuration and test conditions, any departure from the standard conditions normally used for Test Method G72/G72M testing should be clearly indicated in the test report.1.3 This test method is for high-pressure pure oxygen. The test method may be used in atmospheres from 0.5 % to 100 % oxygen.1.4 An apparatus suitable for these requirements is described. This test method could be applied to higher pressures and materials of higher ignition temperature. If more severe requirements or other oxidizers than those described are desired, care must be taken in selecting an alternative safe apparatus capable of withstanding the conditions.1.5 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.1.6 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.

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4.1 This test standard describes how to evaluate the relative sensitivity of materials and components to dynamic pressure impacts by various gaseous fluid media (can include gas mixtures).4.2 Changes or variations in test specimen configurations, thickness, preparation, and cleanliness can cause a significant change in their impact ignition sensitivity/reaction. For material tests, the test specimen configuration shall be specified on the test report.4.3 Changes or variation in the test system configuration from that specified herein may cause a significant change in the severity produced by a dynamic pressure surge of the gaseous media.4.4 A reaction is indicated by an abrupt increase in test specimen temperature, by obvious changes in odor, color, or material appearance, or a combination thereof, as observed during post-test examinations. Odor alone is not considered positive evidence that a reaction has occurred. When an increase in test specimen temperature is observed, a test specimen reaction must be confirmed by visual inspection. To aid with visual inspection, magnification less than 10× can be used.4.5 When testing components, the test article must be disassembled and the nonmetallic materials examined for evidence of ignition after completion of the specified pressure surge cycles.4.6 Ignition or precursors to ignition for any test sample shall be considered a failure and are indicated by burning, material loss, scorching, or melting of a test material detected through direct visual means. Ignition is often indicated by consumption of the non-metallic material under test, whether as an individual material or within a component. Partial ignition can also occur, as shown in Fig. 3a, b, and c, and shall also be considered an ignition (failure) for the purpose of this test standard.FIG. 3 a Untested PCTFE (10X Magnification) (Polychlorotrifluoroethylene) Sample.FIG. 3 b Untested Nylon (PA, polyamide) Valve Seat (10X magnification) (continued)FIG. 3 c Untested Pin-Index Sealing Washer (10X magnification) (continued)NOTE 1: For the purpose of this standard, test samples that visually appear in these conditions, or similar, are considered to be representative of ignition.FIG. 3 Photographs Representing Partial Reactions Including Scorching, Discoloration, Melting and Material Loss or Material Consumption. For the purpose of this standard, test samples that visually appear in these conditions, or similar, are considered to be representative of ignition.NOTE 2: A representative (exemplar) material or component may be requested by the test laboratory personnel for visual comparison with the post-test condition of the test samples.4.7 For material testing, the prescribed procedure is conducted on multiple samples until a statistically significant number of ignitions or no-ignitions, or both, are achieved at various test pressures. The data is then analyzed by a procedure that calculates the median failure pressure (i.e., the 50 % reaction pressure) or the functional form of the ignition probability versus pressure by logistic regression analysis. Materials tested in a similar configuration can be ranked against each other by either of these two criteria. The initial test gas temperature may be varied as required depending on the requirements of the test.4.8 For component testing, a specified number of pressure surge cycles are conducted at a defined test pressure, usually specified by a particular industry test standard. Usually, this pressure is 1.2 times the maximum allowable working pressure of the component. The initial test gas temperature may be varied depending on the requirements of the test; however, most commonly the initial test gas temperature is 60 ± 3 °C.1.1 This test method describes a method to determine the relative sensitivity of nonmetallic materials (including plastics, elastomers, coatings, etc.) and components (including valves, regulators flexible hoses, etc.) to dynamic pressure impacts by gases such as oxygen, air, or blends of gases containing oxygen.1.2 This test method describes the test apparatus and test procedures employed in the evaluation of materials and components for use in gases under dynamic pressure operating conditions up to gauge pressures of 69 MPa and at elevated temperatures.1.3 This test method is primarily a test method for ranking of materials and qualifying components for use in gaseous oxygen. The material test method is not necessarily valid for determination of the sensitivity of the materials in an “as-used” configuration since the material sensitivity can be altered because of changes in material configuration, usage, and service conditions/interactions. However, the component testing method outlined herein can be valid for determination of the sensitivity of components under service conditions. The current provisions of this method were based on the testing of components having an inlet diameter (ID bore) less than or equal to 14 mm (see Note 1).1.4 A 5 mm Gaseous Fluid Impact Sensitivity (GFIS) test system and a 14 mm GFIS test system are described in this standard. The 5 mm GFIS system is utilized for materials and components that are directly attached to a high-pressure source and have minimal volume between the material/component and the pressure source. The 14 mm GFIS system is utilized for materials and components that are attached to a high pressure source through a manifold or other higher volume or larger sized connection. Other sizes than these may be utilized but no attempt has been made to characterize the thermal profiles of other volumes and geometries (see Note 1).NOTE 1: The energy delivered by this test method is dependent on the gas volume being rapidly compressed at the inlet to the test specimen or test article. Therefore the geometry of the upstream volume (diameter and length) is crucial to the test and crucial to the application of the results to actual service conditions. It is therefore recommended that caution be exercised in applying the results of this testing to rapid pressurization of volumes larger than those standardized by this test method. This energy delivered by this standard is based on the rapid compression of the volume in either a 5 mm ID by 1000 mm long impact tube or a 14 mm ID by 750 mm long impact tube. These two upstream volumes are specified in this standard based on historic application within the industry.1.5 This test method can be utilized to provide batch-to-batch comparison screening of materials when the data is analyzed according to the methods described herein. Acceptability of any material by this test method may be based on its 50 % reaction pressure or its probability of ignition based on a logistic regression analysis of the data (described herein).1.6 Many ASTM, CGA, and ISO test standards require ignition testing of materials and components by gaseous fluid impact, also referred to as adiabatic compression testing. This test method provides the test system requirements consistent with the requirements of these other various standards. The pass/fail acceptance criteria may be provided within other standards and users should refer to those standards. Pass/fail guidance is provided in this standard such as that noted in section 4.6. This test method is designed to ensure that consistent gaseous fluid impact tests are conducted in different laboratories.1.7 The criteria used for the acceptance, retest, and rejection, or any combination thereof of materials and components for any given application shall be determined by the user and are not fixed by this method. However, it is recommended that at a minimum the 95 % confidence interval be established for all test results since ignition by this method is inherently probabilistic and should be treated by appropriate statistical methods.1.8 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.9 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 precautions see Section 7.1.10 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 Knowledge of the individual component composition (speciation) of gasoline fuels and blending stocks is useful for refinery quality control and product specification. Process control and product specification compliance for many individual hydrocarbons may be determined through the use of this test method.1.1 This test method covers the determination of individual hydrocarbon components of spark-ignition engine fuels with boiling ranges up to 225 °C. Other light liquid hydrocarbon mixtures typically encountered in petroleum refining operations, such as, blending stocks (naphthas, reformates, alkylates, and so forth) may also be analyzed; however, statistical data was obtained only with blended spark-ignition engine fuels. The tables in Annex A1 enumerate the components reported. Component concentrations are determined in the range from 0.10 % to 15 % by mass. The procedure may be applicable to higher and lower concentrations for the individual components; however, the user must verify the accuracy if the procedures are used for components with concentrations outside the specified ranges.1.2 This test method is applicable also to spark-ignition engine fuel blends containing oxygenated components. However, in this case, the oxygenate content must be determined by Test Methods D5599 or D4815.1.3 Benzene co-elutes with 1-methylcyclopentene. Benzene content must be determined by Test Method D3606 or D5580.1.4 Toluene co-elutes with 2,3,3-trimethylpentane. Toluene content must be determined by Test Method D3606 or D5580.1.5 Although a majority of the individual hydrocarbons present are determined, some co-elution of compounds is encountered. If this procedure is utilized to estimate bulk hydrocarbon group-type composition (PONA) the user of such data should be cautioned that error may be encountered due to co-elution and a lack of identification of all components present. Samples containing significant amounts of naphthenic (for example, virgin naphthas) constituents above n-octane may reflect significant errors in PONA type groupings. Based on the interlaboratory cooperative study, this procedure is applicable to samples having concentrations of olefins less than 20 % by mass. However, significant interfering coelution with the olefins above C7 is possible, particularly if blending components or their higher boiling cuts such as those derived from fluid catalytic cracking (FCC) are analyzed, and the total olefin content may not be accurate. Many of the olefins in spark ignition fuels are at a concentration below 0.10 %; they are not reported by this test method and may bias the total olefin results low.1.5.1 Total olefins in the samples may be obtained or confirmed, or both, by Test Method D1319 (volume %) or other test methods, such as those based on multidimensional PONA type of instruments.1.6 If water is or is suspected of being present, its concentration may be determined, if desired, by the use of Test Method D1744. Other compounds containing sulfur, nitrogen, and so forth, may also be present, and may co-elute with the hydrocarbons. If determination of these specific compounds is required, it is recommended that test methods for these specific materials be used, such as Test Method D5623 for sulfur compounds.1.7 The values stated in SI units are to be regarded as the standard. The values given in parentheses are provided for information only.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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5.1 This test method was developed to evaluate automotive engine oils for protection against oil thickening and engine wear during moderately high-speed, high-temperature service.5.2 The increase in oil viscosity obtained in this test indicates the tendency of an oil to thicken because of oxidation. In automotive service, such thickening can cause oil pump starvation and resultant catastrophic engine failures.5.3 The deposit ratings for an oil indicate the tendency for the formation of deposits throughout the engine, including those that can cause sticking of the piston rings in their grooves. This can be involved in the loss of compression pressures in the engine.5.4 The camshaft and lifter wear values obtained in this test provide a measure of the anti-wear quality of an oil under conditions of high unit pressure mechanical contact.5.5 The test method was developed to correlate with oils of known good and poor protection against oil thickening and engine wear. Specially formulated oils that produce less than desirable results with unleaded fuels were also used during the development of this test.5.6 The Sequence IIIG engine oil test has replaced the Sequence IIIF test and can be used in specifications and classifications of engine lubricating oils, such as the following:5.6.1 Specification D4485,5.6.2 Military Specification MIL-PRF-2104, and5.6.3 SAE Classification J183.1.1 This test method covers an engine test procedure for evaluating automotive engine oils for certain high-temperature performance characteristics, including oil thickening, varnish deposition, oil consumption, as well as engine wear. Such oils include both single viscosity grade and multiviscosity grade oils that are used in both spark-ignition, gasoline-fueled engines, as well as in diesel engines.1.1.1 Additionally, with nonmandatory supplemental requirements, a IIIGA Test (Mini Rotary Viscometer and Cold Cranking Simulator measurements), a IIIGVS Test (EOT viscosity increase measurement), or a IIIGB Test (phosphorous retention measurement) can be conducted. These supplemental test procedures are contained in Appendix X1, Appendix X2, and Appendix X3, respectively.NOTE 1: Companion test methods used to evaluate engine oil performance for specification requirements are discussed in SAE J304.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.2.1 Exception—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, and tubing size.1.3 This test method is arranged as follows:  SectionIntroduction   1Referenced Documents 2Terminology 3Summary of Test Methods 4 5Apparatus 6 Laboratory 6.1 Drawings 6.2 Specified Equipment 6.3 Test Engine 6.4  Engine Parts 6.4.1 Engine Speed and Load Control 6.5 Fluid Conditioning Module 6.6  Engine Cooling System 6.6.1 Flushing Tank 6.7 Coolant Mixing Tank 6.8 Condenser Cooling Systems 6.9 Engine Oil-Cooling System 6.10 Fuel System 6.11 Induction Air Supply Humidity, Temperature, and Pressure 6.12 Temperature Measurement 6.13  Thermocouple Location 6.13.1 Air-to-Fuel Ratio Determination 6.14  Injector Flow Testing 6.14.1 Exhaust and Exhaust Back Pressure Systems 6.15 Blowby Flow Rate Measurement 6.16 Pressure Measurement and Pressure Sensor Location 6.17Reagents and Materials 7 Test Fuel 7.1 Engine and Condenser Coolant 7.2 Coolant Additive 7.3 Coolant Preparation 7.4 Pre-Test Cleaning Materials 7.5 Sealing and Anti-seize Compounds 7.6Test Oil Sample Requirements 8Preparation of Apparatus 9 Condenser Cleaning 9.1 Intake Manifold Cleaning 9.2 Cleaning of Engine Parts (other than the block and heads) 9.3 Connecting Rod Cleaning 9.4 Engine Block Cleaning 9.5 Cylinder Head Cleaning 9.6 Engine Build-up Procedure 9.7  General Information 9.7.1  Special Parts 9.7.2  Hardware Information 9.7.3  Fastener Torque Specifications and Torquing Procedures 9.7.4   Main Bearing Cap Bolts 9.7.4.1   Cylinder Head Bolts 9.7.4.2   Torques for Miscellaneous Bolts, Studs, and Nuts 9.7.4.3 Parts Replacement 9.8 Engine Block Preparation 9.9 Piston Fitting and Numbering 9.10  Piston Ring Fitting 9.10.1 Pre-Test Camshaft and Lifter Measurements 9.11 Camshaft Bearing Installation 9.12 Camshaft Installation 9.13 Main Bearings 9.14  Crankshaft Installation 9.14.1  Main Bearing Cap Installation 9.14.2 Crankshaft Sprocket 9.15 Camshaft Sprocket, and Timing Chain 9.16 Crankshaft End Play 9.17 Piston Pin Installation 9.18  Piston Installation 9.18.1 Harmonic Balancer 9.19 Connecting Rod Bearings 9.20 Engine Front Cover 9.21 Coolant Inlet Adapter 9.22 Oil Dipstick Hole 9.23 Oil Pan 9.24 Cylinder Head Assembly 9.25 Adjustment of Valve Spring Loads 9.26 Cylinder Head Installation 9.27 Hydraulic Valve Lifters 9.28 Pushrods 9.29 Valve Train Loading 9.30 Intake Manifold 9.31 Rocker Covers 9.32 Water Inlet Adapter 9.33 Condenser 9.34 Coolant Outlet Adapter 9.35 External Oil Cooling System 9.36 Oil Sample Valve 9.37 Ignition System 9.38 Throttle Body 9.39 Accessory Drive Units 9.40 Exhaust Manifolds, Water-Cooled 9.41 Engine Flywheel 9.42 Pressure Checking of Engine Coolant System 9.43 Lifting of Assembled Engines 9.44 Mounting the Engine on the Test Stand 9.45 External Cooling System Cleaning 9.46 Engine Coolant Jacket Cleaning (Flushing) 9.47 Coolant Charging 9.48 Test Oil Charging 9.49 Engine Oil Pump Priming 9.50Calibration 10 Laboratory and Engine Test Stand Calibration 10.1 Testing of Reference Oils 10.2 Reference Oil Test Frequency 10.3 Evaluation of Reference Oil Test Results 10.4 Status of Non-Reference Oil Tests Relative to Reference  Oil Test 10.5 Status of Test Stands Used for Non-Standard Tests 10.6 Data Acquisition and Control 10.7  Sample Rate 10.7.1  Measurement Accuracy 10.7.2  Temperature 10.7.3  Pressure 10.7.4  Flow 10.7.5  Speed 10.7.6  Load 10.7.7  Measurement Resolution 10.7.8  System Time Response 10.7.9  Quality Index 10.7.10Engine Operating Procedure 11 Dipstick and Hole Plug 11.1 Dipstick Hole O-ring 11.2 Engine Start-up and Shutdown Procedures 11.3 Start-up 11.4 Scheduled Shutdown 11.5 Non-Scheduled Shutdowns 11.6 Oil Sampling 11.7 Oil Leveling 11.8 Air-to-Fuel-Ratio Measurement and Control 11.9 Air-to-Fuel Ratio Verification 11.10 Blowby Flow Rate Measurement 11.11 NOx Determinations 11.12 Data Recording 11.13 Initial run (10 min) 11.14 Engine Oil Quality Testing (100 h) 11.15 Test Termination 11.16Determination of Test Results 12 Engine Disassembly 12.2 Preparation of Parts for Rating of Sticking, Deposits,  and Plugging 12.3 Piston Deposit Rating 12.4 Post-Test Camshaft and Lifter Wear Measurements 12.5 Viscosity Test 12.6 Testing Oil Samples for Wear Metals 12.7 Blowby Flow Rate Measurements 12.8 Oil Consumption Computation 12.9 Photographs of Test Parts 12.10 Retention of Representative Test Parts 12.11 Severity Adjustments 12.12 Determination of Operational Validity 12.13Report 13 Report Forms 13.1 Precision of Reported Units 13.4Precision and Bias 14Keywords 15ASTM Test Monitoring Center: Organization Annex A1ASTM Test Monitoring Center: Calibration Procedures Annex A2ASTM Test Monitoring Center: Maintenance Activities Annex A3ASTM Test Monitoring Center: Related Information Annex A4Sequence IIIG Test Parts Replacement Guidelines Annex A5Sequence IIIG Determination Volume of Engine Oil in Pan Annex A6Sequence IIIG Test Fuel Analysis Annex A7Sequence IIIG Test Report Forms and Data Dictionary Annex A8Sequence IIIG Test Air-to-Fuel Ratio Control Flow Chart Annex A9Sequence IIIG Test Set Points and Control States Annex A10Sequence IIIG Quality Index Upper and Lower Values Annex A11Sequence IIIG Engine Oil Level Worksheet Annex A12Blowby Flow Rate Determination Annex A13Safety Hazards Annex A14Sequence IIIG Blueprint Listing Annex A15Fluid Condition Module Components Annex A16Engine Build Worksheets Annex A17Engine Oil Cooling System Schematic Annex A18Guidelines For Hardware Subject To First-In/First-Out Criteria Annex A19Sequence IIIGA Test Procedure Appendix X1Sequence IIIGVIS Test Procedure Appendix X2Sequence IIIGB Test Procedure Appendix X31.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific warning statements are provided in 6.14.1.1 and 7.1.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification covers the material, manufacturing, and specialized property requirements for producing special-purpose aviation distillate test fuels that are intended only for engineering and certification testing of aircraft, engines, and aircraft equipment. It deals with special-purpose test fuels that may be used to evaluate the operability, performance and durability of aviation compression-ignition engines when operating with fuels of marginal performance. Aviation distillate fuel, except as otherwise specified in this specification, shall consist predominantly of refined hydrocarbons derived from conventional sources such as crude oil, natural gas liquid condensates, heavy oil, shale oil, and oil sands. The use of middle distillate fuel blends containing components from other sources is permitted. This specification also lists acceptable additives for aviation distillate special-purpose test fuels. Use of this specification for engineering and certification testing of aircraft is not mandatory. It is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.1.1 This specification is intended to support purchasing agencies when formulating specifications for purchases of aviation distillate fuel under contract.1.2 This specification defines specialized property requirements to produce special-purpose aviation distillate test fuels that are intended only for engineering and certification testing of aircraft, engines, and aircraft equipment. Use of this specification for engineering and certification testing of aircraft is not mandatory. Its use is at the discretion of the aircraft manufacturer, engine manufacturer, or certification authorities when determining criteria for validation of aircraft equipment design.1.3 This specification defines special-purpose test fuels that may be used to evaluate the operability, performance and durability of aviation compression-ignition engines when operating with fuels of marginal performance. The aviation distillate test fuels defined in this specification are not intended for general purpose use in aircraft. This specification also lists acceptable additives for aviation distillate special-purpose test fuels.1.4 Specification D8147 is directed at civil applications, and maintained as such, but may be adopted for military, government, or other specialized uses.1.5 This specification can be used as a standard in describing the quality of aviation distillate fuel from production to the aircraft. However, this specification does not define the quality assurance testing and procedures necessary to ensure that fuel continues to comply with this specification after batch certification.1.6 This specification does not include all fuels satisfactory for aviation compression-ignition (CI) engines.1.7 The values stated in SI units are to be regarded as standard.1.7.1 Exception—Other units of measurement are included in this 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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5.1 This test method provides a procedure for performing laboratory tests to determine the minimum ignition energy of a dust cloud.NOTE 1: For gases and vapors, see Test Method E582.5.2 The data developed by this test method may be used to assess the spark ignitibility of a dust cloud. Additional guidance on the significance of minimum ignition energy is in X1.1.5.3 The values obtained are specific to the sample tested, the method used and the test equipment used. The values are not to be considered intrinsic material constants.5.4 The MIE of a dust as determined using this procedure can be compared with the MIE's of reference dusts (using the same procedure) to obtain the relative sensitivity of the dust to spark ignition. An understanding of the relative sensitivity to spark ignition can be used to minimize the probability of explosions due to spark ignition.1.1 This test method determines the minimum ignition energy of a dust cloud in air by a high voltage spark.1.2 The minimum ignition energy (MIE) of a dust-cloud is primarily used to assess the likelihood of ignition during processing and handling. The likelihood of ignition is used to evaluate the need for precautions such as explosion prevention systems. The MIE is determined as the electrical energy stored in a capacitor which, when released as a high voltage spark, is just sufficient to ignite the dust cloud at its most easily ignitable concentration in air. The laboratory test method described in this standard does not optimize all test variables that affect MIE. Smaller MIE values might be determined by increasing the number of repetitions or optimizing the spark discharge circuit for each dust tested.1.3 In this test method, the test equipment is calibrated using a series of reference dusts whose MIE values lie within established limits. Once the test equipment is calibrated, the relative ignition sensitivity of other dusts can be found by comparing their MIE values with those of the reference dusts or with dusts whose ignition sensitivities are known from experience. X1.1 of this test method includes guidance on the significance of minimum ignition energy with respect to electrostatic discharges.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. Specific precautionary statements are given in Section 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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