ASTM D5598-20

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of the standard as published by ASTM is to be considered the official document.
Designation: D5598 − 19 D5598 − 20
Standard Test Method for
Evaluating Unleaded Automotive Spark-Ignition Engine Fuel
for Electronic Port Fuel Injector Fouling
This standard is issued under the fixed designation D5598; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
This test method is based on a test procedure developed by the Coordinating Research Council
(CRC) and maintains as much commonality as possible with the original test. A similar test method
is described in the California Air Resource Board (CARB) report, “Test Method for Evaluating Port
Fuel Injector Deposits in Vehicle Engines.”
Driveability problems in PFI automobiles were first reported in 1984. These driveability problems
were caused by deposits in the tips of pintle-type fuel injectors. In response to this problem, the CRC
developed a program to evaluate a method of testing PFI deposit-forming tendencies in gasolines.
D235-h test cycle consisting of 15 min of operation at 88 kph (55 mph) followed by a 45 min soak
period was used for the program. This test cycle showed statistically significant differences in
deposit-forming tendencies of the test fuels on the vehicles’ fuel injectors. The results of the CRC
2 3
program are discussed in CRC Report No. 565, and SAE Paper 890213.
1. Scope*
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.
2. Referenced Documents
2.1 ASTM Standards:
D235 Specification for Mineral Spirits (Petroleum Spirits) (Hydrocarbon Dry Cleaning Solvent)
This test method is under the jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.A0.01 on Gasoline and Gasoline-Oxygenate Blends.
Current edition approved Nov. 1, 2019April 1, 2020. Published November 2019April 2020. Originally approved in 1994. Last previous edition approved in 20182019 as
D5598 – 18.D5598 – 19. DOI: 10.1520/D5598-19.10.1520/D5598-20.
CRC Report No. 565 “A Program to Evaluate a Vehicle Test Method for Port Fuel Injector Deposit-Forming Tendencies of Unleaded Base Gasolines,” February 1989.
Available from Coordinating Research Council, Inc., 5755 North Point Parkway Suite 265 Alpharetta, GA 30022, www.crcao.org.
Tupa, Taniguchi, Benson, “A Vehicle Test Technique for Studying Port Fuel Injector Deposits—A Coordinating Research Council Program,” Society of Automotive
Engineers (SAE) Technical Paper Series: Paper No. 890213, 1989, Available from Society of Automotive Engineers International, 400 Commonwealth Dr., Warrendale, PA
15096.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
*A Summary of Changes section appears at the end of this standard
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D5598 − 20
D4175 Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
D4814 Specification for Automotive Spark-Ignition Engine Fuel
D5500 Test Method for Vehicle Evaluation of Unleaded Automotive Spark-Ignition Engine Fuel for Intake Valve Deposit
Formation
2.2 ANSI Standard:
MC 96.1 Temperature Measurement Thermocouples
2.3 Other Standards:
“Test Method for Evaluating Port Fuel Injector (PFI) Deposits In Vehicle Engines,” State of California—Air Resources Board
(CARB), Stationary Source Div., March 1, 1991 (incorporated by reference in California Code of Regulations, Title 13,
Section 2257).
Title 1—Provisions1— Provisions for Attainment and Maintenance of National Air Quality Standards, Clean Air Act
Amendments of 1990 Public Law 101-549, Nov. 15, 1990Nov. 15, 1990.
3. Terminology
3.1 For general terminology, refer to Terminology D4175.
3.2 Definitions:
3.2.1 base fuel, n—in automotive spark-ignition engine fuels, a material composed primarily of hydrocarbons that may also
contain oxygenates, anti-oxidants, corrosion inhibitors, metal deactivators, and dyes but does not contain deposit control or lead
additives. D5500
Available from American National Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036, http://www.ansi.org.
Available from California Air Resources Board, P.O. Box 2815, Sacramento, CA 95812, http://www.arb.ca.gov.
Clean Air Act Amendments of 1990, Available from Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402.
3.2.1.1 Discussion—
A jurisdiction may set limits on lead content from all sources.
3.2.2 deposit control additive, n—material added to the fuel to prevent or remove deposits in one or more of the engine fuel,
intake, and combustion systems. D5500
3.2.2.1 Discussion—
For the purpose of this test method, the performance evaluation of a deposit control additive is limited to the electronic port fuel
injector tip areas.
3.2.3 driveability, n—in vehicles equipped with internal combustion engines, the quality of a vehicle’s performance
characteristics under a range of conditions as perceived by the operator. D4814
3.2.3.1 Discussion—
The performance characteristicsoperating conditions may include cold starting and warm-up, acceleration, idling, and hot
startingstart. The performance characteristics may include engine hesitation, stumble, and stall. D4814
3.3 Definitions of Terms Specific to This Standard:
3.3.1 electronic port fuel injector (PFI), n—an electromechanical device used to control fuel flow in an internal combustion
engine.
3.3.2 fouling, v—formation of carbonaceous deposits on the pintle or metering surfaces of an electronic fuel injector, which
reduces fuel flow rate.
3.3.3 pintle, n—needle-like metering device, that is part of an electronic fuel injector, which controls flow rate and spray pattern.
3.3.4 test fuel, n—base fuel with or without the addition of a deposit control additive which is used to accumulate mileage as
described in this test method.
4. Summary of Test Method
4.1 This test method describes a procedure for evaluating the formation of deposits in port fuel injectors of a modern
spark-ignition engine. This test method described herein utilizes a 2.2 L Chrysler turbocharged engine equipped with an overhead
camshaft, two valves per cylinder, and electronic port fuel injection. This test method includes a procedure for running a vehicle
on a prescribed test cycle to form deposits in the port fuel injectors and a procedure for determining the resultant flow loss of a
set of standardized injectors of known flow rate.
D5598 − 20
TABLE 1 Allowable Vehicle List
Chrysler Dodge Plymouth
Laser Daytona Caravelle
LeBaron 600 Lancer
LeBaron GTS Charger Sundance
New Yorker Shadow Omni GLH
4.2 Each test begins with a new set of standardized fuel injectors which have previously been flow rated. All routine
maintenance is performed in accordance with the Chrysler service manual. The entire fuel system is flushed and filled with the
new test fuel. To ensure compliance with the established test procedure, a data logger is active at all times after the test has begun,
during all mileage accumulation and soak times.
4.3 The vehicle is operated on a cycle consisting of 15 min at a speed of 88 kph (55 mph) and an engine soak time of 45 min.
This cycle is repeated for a total of 16 100 km (10 000 miles).
4.4 After the required mileage has been accumulated, the port fuel injectors are removed from the engine and the end-of-test
flow rate is measured. The resultant flow loss is then calculated by comparing both end and start of test flow rates. Operational
and mechanical criteria are then reviewed to determine if the test shall be considered valid.
5. Significance and Use
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
6 7
California and the Federal Government 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.
6. Apparatus
6.1 Automobile—The vehicle to be used for this test method is a Chrysler Corp. vehicle equipped with a 2.2 L, 4-cylinder
turbocharged engine. An intercooled turbocharged engine may also be used. Vehicles equipped with either manual or automatic
transmissions are acceptable. Hood vents shall be plugged on vehicles so equipped. Only vehicles from model years 1985 through
1987, inclusive, shall be used. Allowable vehicle models are shown in Table 1.
6.1.1 Electronic Port Fuel Injectors—Only Bosch EV1.1A pintle-style injectors with plastic caps shall be used. These injectors
are Bosch part number 0280150360. The corresponding Chrysler Corp. part number is 4306024 and is clearly marked on the
injector. All tests shall begin with new, flow-tested injectors. Each new injector shall be qualified for leak rate prior to testing using
the procedure in Annex A1.
6.1.2 Tires—All tires shall be of the same size and as specified by the vehicle manfacturer. Tires shall be inflated to the
manufacturer’s recommended pressure or up to a maximum pressure of 310 kPa 6 10 kPa (45 psi 6 0.5 psi) for chassis
dynamometer use.
6.1.3 Miscellaneous Parts—All powertrain components, front-end accessory drive, air intake system, and exhaust system,
except as specified, shall be original equipment, original equipment manufacturer replacement parts, or equivalent.
Available from Chrysler Corp. Service Publications, 25999 Lawrence Ave., Center Line, MI 48015.
Available from Robert Bosch Corp., 2800 S. 25th Ave., Broadview, IL 60153.
D5598 − 20
TABLE 2 Frequently Replaced Parts List
Part Part No.
Air conditioning belt 4343523
Air filter 4342801
Distributor cap (1987) 5226546
Distributor rotor (1987) 5226535
Exhaust pipe hanger 4150798
Fan relay package 4419169
Fuel injector 4306024
Fuel injector O-ring 5277919
Oil filter (1986) 4419970
Oil filter (1987) 4105409
Oxygen Sensor 5227368
Positive crankcase ventilation (PCV) hose 4387387
Positive crankcase ventilation (PCV) valve (1987) 3671076
Power steering belt 4343490
Radiator cap 3781830
A
Spark plug RN12YC
Spark plug wires 4419359
Temperature sensor 5226374
Timing chain cover 4105714
Voltage regulator 4275313
Water pump 4293898
Water pump with O-ring 5203542
Fuel pressure regulator 4275313
A
Champion, or equivalent.
6.1.4 New Engine/Vehicle Parts List—Table 2 contains those frequently replaced parts with the corresponding Chrysler/Mopar
part number to be used for the buildup of the vehicle as required by this test method. Part numbers suggested in Table 2 or listed
by the manufacturer may vary from model-to-model.
6.2 Laboratory Facilities:
6.2.1 Fuel Injector Testing Area—The ambient atmosphere of the fuel injector testing area shall be reasonably free of
contaminants. The temperature shall be maintained at a uniform temperature between 21 °C and 27 °C (70 °F and 80 °F). Uniform
temperature is necessary to ensure repeatable injector flow measurements. (Warning—Provide adequate ventilation and fire
protection in areas where flammable or volatile liquids, or both, and solvents are used. Suitable protective clothing is
recommended.)
6.2.2 Garage/Maintenance Area—The ambient atmosphere of the garage/maintenance area shall be reasonably free of
contaminants. The temperature and humidity shall be maintained at a uniform, comfortable level. Because of the delicate nature
of the deposits, do not subject the deposits to extreme changes in temperature or humidity. (Warning—Adequate ventilation and
fire protection are necessary in areas where automotive spark-ignition engine fuel and deposit control detergent additives are
handled. Suitable protective clothing is recommended.) (Warning—Adequate ventilation and fire protection are necessary
concerning the venting of the vehicle exhaust and when working on vehicle fuel systems. Suitable protective clothing is
recommended.)
6.2.3 Chassis Dynamometer—A chassis dynamometer may be used for mileage accumulation. The dynamometer shall be
calibrated before the beginning of each series of tests and monitored throughout each test. Both single- and dual-roll dynamometers
are acceptable for use.
6.2.4 Deposit Control Additive Blending Facilities —Instead of supplying a finished test fuel, the test sponsor may supply
concentrated additive in bulk to the test laboratory. The test requestor shall obtain concurrence from the test laboratory regarding
the supply of base fuels and additives and their packaging. For those laboratories offering the capability of blending additive and
base fuel, the laboratories must have the ability to handle and blend the additive into fuel supplied in either bulk, 210 L (55 gal)
drums, or both. The laboratory shall have an appropriate balance or graduated cylinder to blend the additive at the recommended
concentrations expressed as a mass or volumetric ratio. The base fuel and additive shall be placed, at the appropriate ratio, into
210 L drums or bulk storage tanks and clearly labeled. Provisions to stir or recirculate the fuel/additive blend to ensure a
homogeneous mixture are necessary. Safe, clean storage shall be provided for base fuel, additive, and test fuel. The ambient
atmosphere of the additive blending facility area shall be reasonably free of contaminants. The testing laboratory shall retain a 1 L
sample of the fuel blend. The sample shall be held for one month after test completion date or released to test requestor.
(Warning—Adequate ventilation and fire protection are necessary in areas where automotive spark-ignition engine fuel and
deposit control detergent additives are handled. Suitable protective clothing is recommended.)
6.2.5 Fuel Storage and Refueling Facilities—Sufficient finished test fuel shall be stored at the refueling station in clearly labeled
drums or dispensers. In laboratories that may run several different test methods concurrently, dispensers or hand pumps for the
drums shall not be switched between dissimilar test fuels. To ensure the test fuels are not contaminated either by other test fuels
or foreign matter, a suitable structure shall be provided to contain the test fuels safely. The laboratory shall have a protocol to ensure
the test vehicle receives the proper test fuel. (Warning—Adequate ventilation and fire protection are necessary in areas where
D5598 − 20
automotive spark-ignition engine fuel and deposit control detergent additives are handled. Suitable protective clothing is
recommended.) (Warning—Adequate ventilation and fire protection are necessary concerning the venting of the vehicle exhaust
and when working on vehicle fuel systems. Suitable protective clothing is recommended.)
6.3 Laboratory Equipment:
6.3.1 Data Acquisition—A data acquisition device, capable of collecting the raw data in accordance with 10.5, shall be required.
6.3.2 Temperature Measurement Equipment—Temperature measurement equipment and locations for the required temperature
measurements are specified as follows. Alternative temperature measurement equipment may be used if equivalent performance
can be demonstrated. The accuracy and resolution of the temperature measurement sensors and the complete temperature
measurement system must follow guidelines detailed in the Research Reports “Data Acquisition Task Force Report” and
“Instrumentation Task Force Report to ASTM Technical Guidance Committee.”
6.3.2.1 If thermocouples are used, all thermocouples shall be premium, sheathed types. Thermocouples, wires, and extension
wires should be matched to perform in accordance with the limits of error as defined by ANSI MC96.1. Either Type J
(Iron-Constantan), Type T (Copper-Constantan), or Type K (Chromel-Alumel) thermocouples are acceptable.
6.3.3 Vehicle Speed—A suitable sensor shall be utilized to measure vehicle speed 62 kph (61 mph).
6.3.4 Engine On-Time—A suitable means shall be utilized to record ignition power on and off time during each 1 h cycle,
accurate to the nearest second.
6.4 Special Measurement and Assembly Equipment:
6.4.1 Graduated Cylinder—Blending of the additive may be required and the concentration may be given as a volumetric ratio
(see Note 2). A 1000 mL graduate is recommended.
NOTE 2—Volumetric measurement of the deposit control additive is not recommended. Mass-based measurement is preferred.
6.4.2 Analytical Balance—Blending of the additive may be required and the concentration may be given as a mass ratio. An
analytical balance capable of a 0.01 g resolution with a maximum capacity of at least 2000 g is recommended. The balance shall
be calibrated following the manufacturer’s procedure and frequency recommendations.
6.4.3 Fuel Injector Flow Apparatus—A suitable fuel injector flow measurement device shall be capable of accurate, repeatable
flow measurements. The injector flow apparatus shall maintain a constant flow fluid temperature between 21 °C to 27 °C (70 °F
to 80 °F) and shall be recorded for each set of injector flow measurements. The maximum deviation in temperature between
injector flow measurements throughout an entire test shall be less than 5 °C (9 °F). Be aware that temperature affects a fluid’s
volume and density and use engineering judgment along with good laboratory practices to enable a high level of test precision and
accuracy. The test fluid pressure supplied to the injector(s) shall be 310 kPa 6 3.4 kPa (45 psi 6 0.5 psi) during the entire test.
Maintaining this pressure is very critical because a small change in pressure will have a dramatic effect on the flow rate and spray
pattern. Either a direct weight or volumetric measurement technique is acceptable for quantifying fuel injector flow rates. An
illustration of a fuel injector flow apparatus is shown in Fig. 1. Necessary requirements of any type of flow bench design include
the following:
6.4.3.1 Fluid Flow Measurement Device—The device shall have 60.5 mL accuracy.
6.4.3.2 Timer Mechanism—The device shall be capable of 60.01 s accuracy.
6.4.3.3 Analytical Balance—If a direct weigh method is utilized, an analytical balance shall be used with a 600 g capacity or
higher, and 60.001 g resolution.
6.4.3.4 System Fuel Pump—The fuel pump shall be capable of supplying a fuel pressure of 375 kPa (55 psi). Pump shall be
compatible with fuel pressure regulator (see also 6.4.3.8 for requirements).
6.4.3.5 System Fuel Filter—Chrysler part number 4279987, or equivalent, shall be used.
6.4.3.6 Power Supply—An electronically controlled 12 V d-c device shall be used to energize injectors. Batteries shall not be
utilized to energize fuel injectors.
6.4.3.7 Fuel Injector Manifold—A suitable device shall be utilized which is capable of holding one to four fuel injectors.
6.4.3.8 Fluid Pressure Regulator—A suitable device capable of maintaining 310 kPa 6 3.4 kPa (45 psi 6 0.5 psi) solvent
pressure to injectors during injector flow testing shall be used.
6.4.3.9 Fluid Temperature Measurement Device—A suitable device capable of 60.5 °C (0.9 °F) accuracy shall be used to
measure solvent temperature.
6.4.3.10 Fluid Pressure Measurement Device—A suitable device capable of 63.4 kPa (0.5 psi) accuracy shall be used to
measure solvent pressure.
6.4.4 Fuel Injector Leak Test Apparatus—A suitable method to measure fuel injector leakage shall be used prior to the test to
evaluate new injectors for leakage. The injector leak test stand should consist of a supply of compressed air, a fuel rail, fuel
injectors, release valves, a fluid reservoir, syringes, and a pressure gage. The air shall be delivered to the fuel injectors at a
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1210. Contact ASTM Customer
Service at service@astm.org.
Supporting data have been filed at ASTM International Headquarters and may be obtained by requesting Research Report RR:D02-1218. Contact ASTM Customer
Service at service@astm.org.
D5598 − 20
FIG. 1 Fuel Injector Flow Apparatus (example)
minimum of 310 kPa (45 psi) to the nonenergized (closed) injector(s). Each injector tip is connected to an immersed 5 mL syringe
by a length of tubing. If more than 2 mL of air leak into the syringe in a 1 min period, the injector shall be rejected for PFI testing.
See Annex A1 for the injector leak test procedure and an example of a leak test apparatus.
7. Reagents and Materials
7.1 Additive/Base Fuel—Some test requestors may require that the test fuel be blended at the test laboratory and, therefore, will
supply the deposit control additive and may, at their option or if a suitable base fuel is not available at the test laboratory, supply
untreated base fuel. The test requestor shall supply the deposit control additive and, if supplied by him, the base fuel in appropriate
volumes and packaging to ensure safe and efficient handling. Blending instructions detailing the concentration ratio either
volumetric-based or mass-based shall accompany all deposit control additives. Mass-based measurement is preferred. However,
it is most desirable to have the additive supplied in premeasured, individual containers. The blended fuel shall be clearly identified.
7.1.1 Additive/Base Fuel Shipment and Storage—The additive shall be shipped in a container as dictated by safety and
environmental regulations. The additive shall be stored in accordance with all applicable safety and environmental regulations.
7.1.2 Base Fuel—The base fuel used for this test procedure should be typical of commercial, unleaded automotive spark-ignition
engine fuel. The base fuel may contain oxygenates typical of those being used commercially. The base fuel should allow the vehicle
to operate satisfactorily.
7.2 Engine Coolant—The coolant is a mixture of equal volumes of a commercial ethylene glycol-based antifreeze and distilled
or demineralized water.
7.3 Engine Oil/Assembly Lubricant—The standard engine oil and assembly lubricant used for all tests shall be at least of a
minimum commercial quality (API SG, EC II) SAE multigrade that meets the manufacturer’s recommendations.
7.3.1 Petroleum Jelly—A light petroleum jelly should be used as a lubricant for fuel injector installation. The petroleum jelly
should be placed on the fuel injector O-ring.
7.4 Solvents:
7.4.1 Flow Test Solvent—Solvent should be isooctaneisooctane of a minimum purity of 9
...