5.1 Test Method—Deposits are prone to form on the metering surfaces of pintle-type electronic fuel injectors. These deposits reduce fuel flow through the metering orifices. Reductions in metered fuel flow result in an upset in the air-fuel ratio, which can affect emissions and driveability. When heavy enough, these deposits can lead to driveability symptoms such as hesitation, hard starting, loss of power, or a combination thereof, that are easily noticed by the average driver and lead to customer complaints. The mechanism of the formation of deposits is not completely understood. It is believed to be influenced by many factors, including driving cycle, engine design, port fuel injector design, and composition of fuel used. The procedure in this test method has been found to build deposits in injectors on a consistent basis. The deposits formed by this procedure are similar to the deposits experienced in the field in terms of composition and in amount of deposition. This procedure can be used to evaluate differences in unleaded base fuels and fuel additives.5.1.1 State and Federal Legislative and Regulatory Action—Legislative and regulatory activity, primarily by the state of California6 and the Federal Government7 necessitate the acceptance of a standard test method to evaluate the port fuel injector deposit-forming tendency of an automotive spark-ignition engine fuel.5.1.2 Relevance of Results—The operating conditions and design of the engine and vehicle used in this test method are not representative of all modern automobiles. These factors must 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 Section 10 will result in a void test. Engineering judgment must be applied during conduct of the test method when assessing any anomalies to ensure validity of the test results.5.2.2 Vehicle Compliance—A test is not considered valid unless the vehicle has met the quality control inspection requirements in accordance with 8.2.1.1 This test method covers a vehicle test procedure to evaluate the tendency of an unleaded spark-ignition engine fuel to foul electronic port fuel injectors (PFI).1.2 The test method is applicable to unleaded spark-ignition engine fuels which may contain antioxidants, corrosion inhibitors, metal deactivators, dyes, deposit control additives, and oxygenates.1.3 The values stated in SI units are to be regarded as the standard. The values in parentheses are provided for information only.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements are given throughout this test method.NOTE 1: If there is any doubt as to the latest edition of Test Method D5598, contact ASTM Headquarters. Other properties of significance to spark-ignition engine fuel are described in Specification D4814.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 Driveability problems in PFI automobiles were first reported in 1984. Deposits are prone to form on the metering surfaces of pintle-type electronic fuel injectors. These deposits reduce fuel flow through the metering orifices. Reductions in metered fuel flow result in an upset in the air-fuel ratio, which can affect emissions and driveability. When heavy enough, these deposits can lead to driveability symptoms, such as hesitation, hard starting, or loss of power, or a combination thereof, that are easily noticed by the average driver and that lead to customer complaints. The mechanism of the formation of deposits is not completely understood. It is believed to be influenced by many factors, including driving cycle, engine and injector design, and composition of the fuel. The procedure in this test method has been found to build deposits in PFIs on a consistent basis. This procedure can be used to evaluate differences in base fuels and fuel additives. A study of PFI fouling was conducted in both the bench test and the vehicle test procedures to obtain a correlation. The vehicle tests were conducted as described in Test Method D5598. The tests were conducted on several base gasolines, with and without additives blended into these base fuels. The PFI bench test proved to be reliable, repeatable, and a good predictor of PFI fouling in test vehicles.5.1.1 State and Federal Legislative and Regulatory Action—Legislative and regulatory activity, primarily by the state of California (see 2.3) and the federal government (see 2.4), necessitate the acceptance of a standard test method to evaluate the PFI deposit-forming tendency of an automotive spark-ignition engine fuel.5.1.2 Relevance of Results—The operating conditions and design of the laboratory apparatus used in this test method may not be representative of a current vehicle fuel system. These factors must be considered when interpreting results.5.2 Test Validity: 5.2.1 Procedural Compliance—The test results are not considered valid unless the test is completed in compliance with all requirements of this test method. Deviations from the parameter limits presented in Section 10 will result in an invalid test. Engineering judgment shall be applied during conduct of the test method when assessing any anomalies to ensure validity of the test results.1.1 This test method covers a bench test procedure to evaluate the tendency of automotive spark-ignition engine fuel to foul electronic port fuel injectors (PFI). The test method utilizes a bench apparatus equipped with Bosch injectors specified for use in a 1985-1987 Chrysler 2.2 L turbocharged engine. This test method is based on a test procedure developed by the Coordinating Research Council (CRC) for prediction of the tendency of spark-ignition engine fuel to form deposits in the small metering clearances of injectors in a port fuel injection engine (see CRC Report No. 592).21.2 The test method is applicable to spark-ignition engine fuels, which may contain antioxidants, corrosion inhibitors, metal deactivators, dyes, deposit control additives, demulsifiers, or oxygenates, or a combination thereof.1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements are given throughout this test method.NOTE 1: If there is any doubt as to the latest edition of Test Method D6421, contact ASTM International Headquarters. Other properties of significance to spark-ignition engine fuel are described in Specification D4814.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method 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.

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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.

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4.1 This test method evaluates the percent viscosity loss for polymer-containing fluids resulting from polymer degradation in the high shear nozzle device. Minimum interference from thermal or oxidative effects are anticipated.4.2 This test method is not intended to predict viscosity loss in field service for different polymer classes or for different field equipment. Some correlation for a specific polymer type in specific field equipment can be possible.1.1 This test method covers the measurement of the percent viscosity loss at 100 °C of polymer-containing fluids using fuel injector shear stability test (FISST) 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 this property. It has many of the same limitations as indicated in the significance statement. No detailed attempt has been undertaken to correlate the results by the sonic and the diesel injector methods.NOTE 2: This test method was originally published as Procedure B of Test Methods D3945. The FISST method was made a separate test method after tests of a series of polymer-containing fluids showed that Procedures A and B of Test Methods D3945 often give different results.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—PSI is mentioned in parentheses for instruments that have only PSI gauges. Horsepower, HP, is listed in parentheses since the motor labels display this value.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 7.1.4 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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