ASTM D8350-24

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.
Designation: D8350 − 24
Standard Test Method for
Evaluation of Automotive Engine Oils in the Sequence IVB
Spark-Ignition Engine
This standard is issued under the fixed designation D8350; 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
Portions of this test method are written for use by laboratories that make use of ASTM Test
Monitoring Center (TMC) services (see Annex A1 – Annex A4).
The TMC provides reference oils and engineering and statistical services to laboratories that desire
to produce test results that are statistically similar to those produced by laboratories previously
calibrated by the TMC. In general, the test purchaser decides if a calibrated test stand is to be used.
Organizations such as the American Chemistry Council require that a laboratory utilize the TMC
services as part of their test registration process. In addition, the American Petroleum Institute and the
Gear Lubricant Review Committee of the Lubricant Review Institute (SAE International) require that
a laboratory use the TMC services in seeking qualification of oils against their specifications.
The advantage of using the TMC services to calibrate test stands is that the test laboratory (and
hence the test purchaser) has an assurance that the test stand was operating at the proper level of test
severity. It should also be borne in mind that results obtained in a non-calibrated test stand may not
be the same as those obtained in a test stand participating in the ASTM TMC services process.
Laboratories that choose not to use the TMC services may simply disregard these portions. ASTM
International policy is to encourage the development of test procedures based on generic equipment.
It is recognized that there are occasions where critical/sole-source equipment has been approved by
the technical committee (surveillance panel/task force) and is required by the test procedure. The
technical committee that oversees the test procedure is encouraged to clearly identify if the part is
considered critical in the test procedure. If a part is deemed to be critical, ASTM encourages alternate
suppliers to be given the opportunity for consideration of supplying the critical part/component
providing they meet the approval process set forth by the technical committee.
An alternate supplier can start the process by initiating contact with the technical committee (current
chairs shown on ASTM TMC website). The supplier should advise on the details of the part that is
intended to be supplied. The technical committee will review the request and determine feasibility of
an alternate supplier for the requested replacement critical part. In the event that a replacement critical
part has been identified and proven equivalent the sole-source supplier footnote shall be removed from
the test procedure.
1. Scope*
1 1.1 This test method measures the ability of an engine
This test method is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of crankcase oil to control valve-train wear in spark-ignition
Subcommittee D02.B0 on Automotive Lubricants.
engines at low operating temperature conditions. This test
Current edition approved March 1, 2024. Published March 2024. Originally
method is designed to simulate extended engine cyclic vehicle
approved in 2020. Last previous edition approved in 2023 as D8350 – 23. DOI:
10.1520/D8350-24. operation. The Sequence IVB Test Method uses a Toyota
The ASTM Test Monitoring Center will update changes in this test method by
2NR-FE water cooled, 4 cycle, in-line cylinder, 1.5 L engine.
means of Information Letters. Information letters may be obtained from the ASTM
The primary result is bucket lifter wear. Secondary results
Test Monitoring Center (TMC), 203 Armstrong Drive, Freeport, PA 16229,
Attention: Director. www.astmtmc.org. This edition incorporates revisions in all
include cam lobe nose wear and measurement of iron (Fe) wear
Information Letters through No. 23-2.
*A Summary of Changes section appears at the end of this standard
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
D8350 − 24
metal concentration in the used engine oil. Other determina- D4739 Test Method for Base Number Determination by
tions such as fuel dilution of the crankcase oil, non-ferrous Potentiometric Hydrochloric Acid Titration
wear metal concentrations, total fuel consumption, and total oil D5185 Test Method for Multielement Determination of
consumption, can be useful in the assessment of the validity of Used and Unused Lubricating Oils and Base Oils by
the test results. Inductively Coupled Plasma Atomic Emission Spectrom-
etry (ICP-AES)
1.2 The values stated in SI units are to be regarded as
D5191 Test Method for Vapor Pressure of Petroleum Prod-
standard. No other units of measurement are included in this
ucts and Liquid Fuels (Mini Method)
standard.
D6304 Test Method for Determination of Water in Petro-
1.2.1 Exceptions—Where there is no direct SI equivalent
leum Products, Lubricating Oils, and Additives by Cou-
such as pipe fittings, tubing, NPT screw threads/diameters, or
lometric Karl Fischer Titration
single source equipment specified.
E29 Practice for Using Significant Digits in Test Data to
1.3 This standard does not purport to address all of the
Determine Conformance with Specifications
safety concerns, if any, associated with its use. It is the
E84 Test Method for Surface Burning Characteristics of
responsibility of the user of this standard to establish appro-
Building Materials
priate safety, health, and environmental practices and deter-
E168 Practices for General Techniques of Infrared Quanti-
mine the applicability of regulatory limitations prior to use.
tative Analysis
Specific warning statements are provided throughout this
2.2 SAE Standards:
document as necessary in each particular section.
J300 Engine Oil Viscosity Classification
1.4 This international standard was developed in accor-
J304 Engine Oil Tests
dance with internationally recognized principles on standard-
J1423 Classification of Energy-Conserving Engine Oil for
ization established in the Decision on Principles for the
Passenger Cars and Light-Duty Trucks
Development of International Standards, Guides and Recom-
mendations issued by the World Trade Organization Technical 2.3 API Standard:
Barriers to Trade (TBT) Committee.
API 1509 Engine Oil Licensing and Certification System
2.4 ANSI Standard:
2. Referenced Documents
ANSI MC96.1-1975 Temperature Measurement—
2.1 ASTM Standards:
Thermocouples
C534 Specification for Preformed Flexible Elastomeric Cel-
2.5 GM Worldwide Engineering Standards:
lular Thermal Insulation in Sheet and Tubular Form
GMW3420 Coolant – Extended Life – Ethylene Glycol
D86 Test Method for Distillation of Petroleum Products and
(Warning—Health hazard—see appropriate SDS)
Liquid Fuels at Atmospheric Pressure
NOTE 1—ShellZone dex-cool 50/50 pre-diluted with de-ionized H O
D235 Specification for Mineral Spirits (Petroleum Spirits)
meeting the specification for GMW3420, GM Worldwide Engineering
(Hydrocarbon Dry Cleaning Solvent)
Standard has been found satisfactory for this purpose.
D381 Test Method for Gum Content in Fuels by Jet Evapo-
ration
3. Terminology
D445 Test Method for Kinematic Viscosity of Transparent
3.1 Terminology D4175 lists terms and definitions interna-
and Opaque Liquids (and Calculation of Dynamic Viscos-
tionally recognized for testing procedures as they may apply to
ity)
Petroleum Products, Liquid Fuels, and Lubricant testing. Ter-
D525 Test Method for Oxidation Stability of Gasoline (In-
minology D4175 may provide the user of this test method a
duction Period Method)
more in-depth reference to the definitions listed in 3.2.
D664 Test Method for Acid Number of Petroleum Products
by Potentiometric Titration
3.2 Definitions:
D2622 Test Method for Sulfur in Petroleum Products by
3.2.1 air-fuel ratio, n—in internal combustion engines, the
Wavelength Dispersive X-ray Fluorescence Spectrometry
mass ratio of air-to-fuel in the mixture being induced into the
D3244 Practice for Utilization of Test Data to Determine
combustion chambers.
Conformance with Specifications
3.2.2 automotive, adj—descriptive of equipment associated
D3525 Test Method for Gasoline Fuel Dilution in Used
with self-propelled machinery, usually vehicles driven by
Gasoline Engine Oils by Wide-Bore Capillary Gas Chro-
internal combustion engines.
matography
D4052 Test Method for Density, Relative Density, and API
Gravity of Liquids by Digital Density Meter
Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale,
D4175 Terminology Relating to Petroleum Products, Liquid
PA 15096, http://www.sae.org.
Fuels, and Lubricants
Available from American Petroleum Institute (API), 1220 L. St., NW,
Washington, DC 20005-4070, http://www.api.org.
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
For referenced ASTM standards, visit the ASTM website, www.astm.org, or 4th Floor, New York, NY 10036, http://www.ansi.org.
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Available from retailers, auto parts stores, or any Shell retailer / distributor.
Standards volume information, refer to the standard’s Document Summary page on ShellZone is a registered trademark of Shell Trademark Management BV.
the ASTM website. Available from retailers, auto parts stores, or any Shell retailer / distributor.
D8350 − 24
3.2.3 blowby, n—in internal combustion engines, that por- 3.2.14.1 Discussion—Symbols for quantities must be care-
tion of the combustion by-products and unburned air/fuel fully defined; are written in italic font, can be upper or lower
mixture that leaks past piston rings into the engine crankcase case, and can be qualified by adding further information in
during operation. subscripts, or superscripts, or in parentheses (for example, t
fuel
= 40 °C, where t is used as the symbol for the quantity Celsius
3.2.4 calibrate, v—to determine the indication or output of a
temperature and t is the symbol for the specific quantity fuel
fuel
device (e.g., thermometer, manometer, engine) with respect to
temperature).
that of a standard.
3.2.15 reference oil, n—an oil of known performance
3.2.5 calibrated test stand, n—a test stand on which the
characteristics, used as a basis for comparison.
testing of reference material(s), conducted as specified in the
3.2.15.1 Discussion—Reference oils are used to calibrate
standard, provided acceptable test results.
testing facilities, to compare the performance of other oils, or
3.2.5.1 Discussion—In several automotive lubricant stan-
to evaluate other materials (such as seals) that interact with
dard test methods, the ASTM Test Monitoring Center provides
oils.
testing guidance and determines acceptability.
3.2.16 Safety Data Sheet (SDS), n—a fact sheet summariz-
3.2.6 corrosion, adj—the chemical or electrochemical reac-
ing information about material identification; hazardous ingre-
tion between a material, usually a metal surface, and its
dients; health, physical, and fire hazards; first aid; chemical
environment that can produce a deterioration of the material
reactivity’s and incompatibilities; spill, leak, and disposal
and its properties.
procedures; and protective measures required for safe handling
3.2.7 engine oil, n—a liquid that reduces friction or wear, or
and storage.
both, between the moving parts within an engine; removes
3.2.17 standard test, n—a test on a calibrated test stand,
heat, particularly from the underside of pistons; and serves as
using the prescribed equipment according to the requirements
a combustion gas sealant for piston rings.
in the test method, and conducted according to the specified
3.2.7.1 Discussion—It may contain additives to enhance
operating conditions.
certain properties. Inhibition of engine rusting, deposit
formation, valve train wear, oil oxidation, and foaming are 3.2.18 test oil, n—any oil subjected to evaluation in an
examples.
established test procedure.
3.2.18.1 Discussion—It can be any oil selected by the
3.2.8 lubricant, n—any material interposed between two
laboratory conducting the test. It could be an experimental
surfaces that reduces the friction or wear, or both, between
product or a commercially available oil. Often, it is an oil that
them.
is a candidate for approval against engine oil specifications
3.2.9 lubricant test monitoring system (LTMS), n—an ana-
(such as manufacturers’ or military specifications, etc.).
lytical system in which ASTM calibration test data are used to
3.2.19 test parameter, n—a specified component, property,
manage lubricant test precision and severity (bias).
or condition of a test procedure.
3.2.10 mass fraction of B, w , n—mass of a component B in
B
3.2.19.1 Discussion—Examples of components are fuel,
a mixture divided by the total mass of all the constituents of the
lubricant, reagent, cleaner, and sealer; of properties are density,
mixture.
temperature, humidity, pressure, and viscosity; and of condi-
3.2.10.1 Discussion—Values are expressed as pure numbers
tions are flow rate, time, speed, volume, length, and power.
or the ratio of two units of mass (for example, mass fraction of
–6
3.2.20 test procedure, n—one where test parameters,
lead is w = 1.3 × 10 = 1.3 mg ⁄kg).
B
apparatus, apparatus preparation, and measurements are prin-
3.2.11 non-reference oil, n—any oil, other than a reference
cipal items specified.
oil; such as a research formulation, commercial oil, or candi-
3.2.21 test stand, n—a suitable foundation (such as a bed-
date oil.
plate) to which is mounted a dynamometer, and which is
3.2.12 oxidation, n—of engine oil, the reaction of the oil
equipped with a suitable data acquisition system, fluids process
with an electron acceptor, generally oxygen, that can produce
control system, supplies of electricity, compressed air, and so
deleterious acidic or resinous materials often manifested as
forth, to provide a means for mounting and operating an engine
sludge formation, varnish formation, viscosity increase, or
in order to conduct a Sequence IVB engine oil test.
corrosion, or a combination thereof.
3.2.22 used oil, n—any oil that has been in a piece of
3.2.13 quality index (QI), n—a mathematical formula that
equipment (for example, an engine, gearbox, transformer, or
uses data from controlled parameters to calculate a value
turbine), whether operated or not.
indicative of control performance.
3.2.23 volume fraction of B, φ , n—volume of component B
B
3.2.14 quantity, n—in the SI, a measurable property of a
divided by the total volume of all the constituents of the
body or substance where the property has a magnitude ex-
mixture prior to mixing.
pressed as the product of a number and a unit; there are seven,
3.2.23.1 Discussion—Values are expressed as pure numbers
well-defined base quantities (length, time, mass, temperature,
or the ratio of two units of volume (for example, φ = 0.012 =
B
amount of substance, electric current, and luminous intensity)
1.2 % = 1.2 cL ⁄L).
from which all other quantities are derived (for example,
volume whose SI unit is the cubic metre). 3.3 Definitions of Terms Specific to This Standard:
D8350 − 24
3.3.1 aging, n—engine operation at steady state after tion test on that stand; and
completion of break-in, to pacify silicon leaching from gaskets, CCCCC = the total number of Sequence IVB tests conducted
seals, and RTV silicon (room-temperature-vulcanizing silicon) on that test stand.
type sealing materials. Example: Test number 6-10-175 represents the 175th Se-
quence IVB test conducted on test stand 6 and the tenth test
3.3.2 break-in, n—initial engine operation to reach stabili-
since the last calibration test. Consecutively number all tests.
zation of the engine performance after new parts are installed
Number the stand calibration tests beginning with zero for the
in the engine.
BBBBB field. Multiple-length Sequence IVB tests are multiple
3.3.3 cam lobe wear, n—the difference between pre-test and
runs for test numbering purposes, such as double-length tests
post-test measurement of a cam lobe from heel to nose in μm.
which are counted as two runs and triple-length tests which are
3.3.4 camshaft lobe failure, n—a severe form of wear of a
counted as three runs. For example, if test 1-3-28 is a
camshaft lobe surface, that influences engine operation and
doubled-length test, number the next test conducted on that
makes it impossible to complete a test.
stand 1-5-30. Do not include break in (see 11.8) or aging runs
3.3.4.1 Discussion—Tests that experience camshaft lobe
(see 11.9) on new engines in the number of tests since the last
failure may be considered non-interpretable because the phe-
reference calibration test on that stand or the total number of
nomenon may not have a repeatable relationship with the test
Sequence IVB tests conducted on that test stand. Maintain
oil.
separate numbering for those runs.
3.3.5 degreasing solvent, n—mineral spirits meeting the
4.2 Test Engine—This procedure uses a Toyota 2NR-FE
requirements of Specification D235, Type II, Class C for
water cooled, 4 cycle, in-line four-cylinder, 1.5 L engine as the
Aromatic Content 0 % to 2 % by volume, Flash Point (61 °C,
test apparatus. The engine incorporates dual overhead
min) and Color (not darker than +25 on Saybolt Scale or 25 on
camshafts, four valves per cylinder (2 intake; 2 exhaust), and a
Pt-Co Scale). (Warning—Combustible-Health hazard-see ap-
direct acting mechanical bucket lifter valve-train design. The
propriate SDS.) A Certificate of Analysis is required for each
critical test parts (camshafts, direct acting mechanical bucket
batch of solvent.
lifters) are replaced prior to each test. A 95 min break-in
3.3.6 flushing, n—the installation of a fresh charge of schedule, followed by a 50 h aging schedule, for Silicon (Si)
lubricant and oil filter for the purpose of running the engine to pacification, is conducted whenever the long block or cylinder
reduce and eliminate remnants of the previous oil charge. head are replaced with new components, or the long block is
rebuilt due to camshaft lobe failure. In addition, a 50 h final
3.3.6.1 Discussion—Flushing may be carried out in an
iterated process to ensure a more thorough process of reducing break-in schedule (11.10) is conducted following engine aging
(11.9) whenever the long block is replaced with new compo-
previous oil remnants.
nents.
3.3.7 golden stand, n—Sequence IVB test stand built in
accordance with the Sequence IVB test method by the ap- 4.3 Test Stand—The complete test stand is available from
proved supplier(s). Test Engineering Inc. Thermocouples are to be installed by
individual test labs at the locations shown in Annex A7. Mount
3.3.8 Keyence VR Macroscope, n—a wide area optical 3D
the engine so that there is a 4.5° incline from the exhaust to the
measurement device produced by the Keyence Corporation
intake side and an angle of 0° from front to back. Control the
used to generate volume loss wear results for Sequence IVB
intake air, provided to the engine air filter housing, for
tests.
temperature, pressure, and humidity. Control the backpressure
3.3.9 lifter crown, n—the maximum difference in height
of the exhaust leaving the engine. Install the engine on a test
measured along to reference axis of the bucket lifters.
stand equipped with computer control of engine speed, torque,
3.3.10 lifter volume loss, n—the difference between the
various temperatures, pressures, flows, and other parameters
post-test and pre-test volume of a valve-train bucket lifter as
outlined in the test procedure (see Section 11).
measured by a Keyence VR-3000 or later model 3D macro-
4.4 Test Sequence—After an engine run-in and aging
scope.
schedule, or after the completion of a previous test, install new
3.3.10.1 Discussion—The pass-fail criteria is the average
test camshafts and bucket lifters, spark plugs, and a new timing
intake lifter volume loss, the average volume loss of all eight
chain tensioner. Flush the external oil system with degreasing
intake bucket lifters. The average of all eight exhaust bucket
solvent (Warning—Combustible-Health hazard-see appropri-
lifter volume loss is also calculated.
ate SDS) (see 3.2.16) and the oil pan with EF-411 using
3.3.11 reference plane, n—the depth above which volume is
external pumps and connections. After completing the external
calculated for Keyence volume measurements.
oil system and oil pan flush procedures, remove the external oil
flush connections and connect all required oil system test lines.
4. Summary of Test Method
Perform four engine flushes, (see 11.12.1 Engine Flushes)
4.1 Test Numbering Scheme—Use the test numbering using fresh oil charges for each flush. After completing the
scheme shown below: fourth flush, drain and install the fresh test oil charge. Run the
AAAAA-BBBBB-CCCCC test for a total of 200 h, with no scheduled shutdowns. A single
Where: test cycle is composed of two 7 s steady-state stages separated
AAAAA = the stand number; by 8 s transitions. This test cycle (two steady-state stages and
BBBBB = the number of tests since the last reference calibra- two transitions) is repeated 24 000 times.
D8350 − 24
4.5 Analyses Conducted—At the completion of the test, the 6.1.2 Measurement/Metrology Area—Use uniform tempera-
camshaft lobes are measured for heel-to-toe wear and the tures and background lighting to ensure repeatable dimensional
bucket lifters are measured for volume loss. Use these mea- measurements.
surements to determine the average, minimum, and maximum 6.1.3 Use a Keyence macroscope on a base-plate free of
wear for the intake and exhaust bucket lifters and the intake external vibrations.
and exhaust camshaft lobes. Determine the oil consumption by 6.1.4 Engine Operating Area—The laboratory ambient at-
calculating the difference between the mass of the used drain mosphere shall be reasonably free of contaminants and general
oil and the mass of the engine’s initial oil charge considering wind currents, especially if the valve-train parts are installed
oil removed for intermediate oil samples. Analyze the end of while the engine remains in the operating area. The tempera-
test used oil for wear metals, fuel dilution, kinematic viscosity ture and humidity level of the operating area is not specified.
at 40 °C, total acid number, total base number, oxidation and 6.1.5 Parts Cleaning Area—This test method does not
nitration by FTIR, and Karl Fischer water content. Retain a specify the ambient atmosphere of the parts cleaning area
final drain sample of 1 L for a minimum of 90 days. Retain the (Warning—Use adequate ventilation in areas while using
camshafts and bucket lifters for a minimum of six months. solvents and cleansers).
6.2 External Engine Modifications—Modify the test engine
5. Significance and Use
for the valve-train wear test. Install the modified front cover
5.1 This test method was developed to evaluate automotive
and oil pan from the approved supplier. Install an oil filter
lubricant’s effect on controlling valve-train wear and overall
adapter at the location of the stock oil filter housing, as shown
engine wear for overhead camshaft engines with direct acting
in the Sequence IVB Engine Assembly Manual Section 1.
bucket lifters.
Install fittings for various temperature and pressure measure-
ments as required by the test method. Replace the Toyota
5.2 Average intake lifter volume loss is used as a measure of
production rocker arm cover with a specially manufactured
an oil’s ability to prevent valve-train wear.
aluminum jacketed rocker arm cover (part# OHTIVB-002-1).
5.3 End-of-test oil iron concentration is used as a measure
Route the rocker arm cover coolant through this jacket.
of an oil’s ability to prevent overall engine wear.
6.3 Test Stand and Laboratory Equipment—This engine-
NOTE 2—This test method may be used for engine oil specifications
dynamometer test is designed for operation using computer
such as API SP, and ILSAC GF- 6A, and GF-6B.
control instrumentation and computer data acquisition. Provide
an intake air system for the precise control of engine intake air
6. Apparatus
humidity, temperature, and cleanliness.
NOTE 3—Coordination with the ASTM Committee D02, Subcommittee
6.3.1 Computer Data Acquisition System—Sections 6.3.1.1
B, Sequence IV Surveillance Panel is a prerequisite to the use of any
equivalent apparatus. Figures are provided throughout the test method to
– 6.3.1.3 detail the test stand data logging criterion for
suggest appropriate design details and depict some of the required
operational data with a computer data acquisition system using
apparatus.
sensor configurations, and compliances with the Data Acqui-
6.1 Test Engine—This test method uses a 2011 model
sition and Control Automation II guidelines. Consider a test
Toyota 2NR-FE, in-line 4-cylinder, 16 valve, 4-cycle,
that has greater than 2 h without data acquisition on any
watercooled, port fuel-injected gasoline engine with a displace-
controlled parameter to be operationally invalid.
ment of 1.496 L. See Annex A9 for a parts list. Nominal oil
6.3.1.1 Frequency of Logged Data—Log data at 1 Hz during
sump volume is 3.0 L. The cylinder block and cylinder head
all four stages of all test cycles.
are aluminum. The engine features dual overhead camshafts
6.3.1.2 Resolution of Logged Data—The laboratory pro-
and direct acting bucket lifters. The engine compression ratio is
vided data acquisition system must provide 32 analogs to
10.5 to 1. The engine is rated to 132 N·m of torque at
digital channels that meet the resolution requirements in Table
3000 r ⁄min. The ignition timing and multi-port fuel injection
1.
system is electronically controlled by a test-specific Engine
TABLE 1 Data Acquisition Resolution Requirements
Control Module (ECM).
6.1.1 Engine Buildup Area—The ambient atmosphere of the
Parameter Units Required Resolution
engine buildup and measurement areas shall be reasonably free
Engine speed r/min 1
Torque N-m 1
of contaminants and maintained at a uniform temperature. Care
Air-to-fuel ratio AFR 0.05
should be exercised to eliminate the use of any materials which
All temperatures except exhaust °C 0.1
would introduce abrasive dust type particles of any nature in
Exhaust temperature °C 1
All gauge pressures kPa 0.1
the engine build areas. Maintain the specific humidity at a
Barometer (Absolute) kPa 0.1
uniform level to prevent the accumulation of rust on engine
Humidity g/kg 0.1
parts. The engine buildup area shall maintain uniform tempera-
tures and background luminous intensity to ensure repeatable
dimensional measurements performed in the engine buildup 9
ASTM TMC Technical Guidance Committee Report available referenced on
area. www.asmtmc.org.
D8350 − 24
TABLE 3 QI Control Limits
6.3.1.3 System Time Response for Logged Data—Do not
exceed the controlled operational parameters for system time Parameter U L
response for measurement shown in Table 2. The system time Intake Air Humidity 12.00 11.00
A
Engine Coolant Out Temperature 53.50 50.75
response includes the total system of sensor, transducer, analog
B
Exhaust Backpressure 107.50 101.50
signal attenuation, and computer digital filtering. Use single-
Fuel Rail Temperature 24.50 23.50
pole type filters for attenuation. Intake Air Pressure 0.50 0.00
Intake Air Temperature 32.75 31.25
6.3.1.4 Quality Index—The Quality Index (QI) is an overall
Oil Gallery Temperature 58.00 50.00
statistical measure of the variation from test targets of the
RAC Coolant Out Temperature 20.75 19.25
steady-state operational controlled parameters. The Sequence Torque 26.50 23.50
Engine Coolant Flow Rate 80.40 79.60
IVB Surveillance Panel has chosen the QI upper and lower
RAC Coolant Flow Rate 120.75 119.25
control limits, for Humidity, Temperature, Pressure, Torque,
Blow-by Gas Temperature 29.50 28.50
Load Cell Temperature 49.00 41.00
and Flow shown in Table 3, and for Engine Speed (Variable
Engine Coolant Pressure 80.00 60.00
Target) QI Control Limits shown in Table 4.
Fuel Rail Pressure 345.00 325.00
n
A
1 U1L 2 2X
i Only calculated during stages 1 and 2.
1 2 5 QI (1)
S D B
(
Only calculated during stage 2.
n U 2 L
i51
where:
X = values of the parameter measured, TABLE 4 Engine Speed (Variable Target) QI Control Limits
i
U = allowable upper limit of X,
Cycle Time, s Set point, r/min U, r/min L, r/min
L = allowable lower limit of X, and
1 800 950 650
n = number of data points used to calculate QI.
2 800 900 700
3 800 875 725
6.3.1.5 Bad Quality Data (BQD)—Table 5 shows the BQD
4 800 850 750
5 800 850 750
limits.
6 800 850 750
Where missing data or Bad Quality Data (BQD), or both, are
7 800 850 750
encountered, calculate the adjusted Quality Index (QI )
ADJ 8 927 1077 777
9 1357 1607 1107
using the following equation:
10 1888 2288 1488
n n N 2 n
11 2300 2700 1900
QI 5 QI 1QI × (2)
S D S D S D
ADJ
12 2731 3131 2331
N N N
13 3168 3568 2768
14 3610 4010 3210
where:
15 4041 4441 3641
Q = QI calculated without missing/BQD,
16 4300 4400 4200
I = points, 17 4300 4375 4225
18 4300 4350 4250
n = number of data points used to calculate QI, and
19 4300 4325 4275
N = number of data points for a complete data set.
20 4300 4325 4275
21 4300 4325 4275
If the QI calculation of a controlled parameter is less than
22 4300 4325 4275
zero, investigate the reason, assess its impact on test opera-
23 4136 4236 4036
tional validity, and document such finding in the final test
24 3734 3984 3484
25 3283 3683 2883
report. For calibration tests, review the operational validity
26 2829 3229 2429
assessment with the TMC. Annex A2 describes calibration
27 2382 2782 1982
procedures using the TMC reference oil, including their 28 1946 2346 1546
29 1523 1923 1123
storage and conditions of use, the conducting of tests and the
30 1116 1516 716
reporting of results.
6.3.2 Test Stand Configuration—Mount the engine on the
test stand like its vehicle orientation (0° in front; sideways 4.5°
golden stand assembly is the only system permitted to be used
up on intake manifold side). This orientation is important to the
for dynamometer excitation and throttle control.
return flow of oil in the cylinder head and ensures reproducible
6.3.4 Intake-air Supply System—The intake air supply sys-
oil levels. Directly couple the engine flywheel to the Midwest
tem shall deliver at least 1000 L ⁄min (2000 L ⁄min preferred)
MW1014A dynamometer through the approved driveshaft.
of conditioned and filtered air to the test engine during the
6.3.3 Dynamometer Excitation and Throttle Control—A
200 h test, while maintaining the intake-air parameters detailed
DyneSystems Non-Interlock 5 which is provided as part of the
in Table 13.
6.3.4.1 Induction Air Humidity—Measure the intake air
specific humidity in the main system duct or at the test stand.
TABLE 2 System Time Response
If using a main system duct dew point temperature reading to
Parameters Time Response, max (one-time constant)
calculate the specific humidity, verify the dew point periodi-
Temperatures 2.8 s
Pressures 1.7 s cally at the test stand. Maintain the duct surface temperature
Coolant flow 8.0 s
above the dew point temperature at all points downstream of
Torque 2.0 s
the humidity measurement point to prevent condensation and
Speed 1.8 s
loss of humidity level.
D8350 − 24
TABLE 5 BQD Limits
6.3.5 Fuel Supply System—This test method requires ap-
Parameter U L proximately 750 L of unleaded Haltermann KA24E Green test
Intake Air Humidity 20.00 1.00 fuel per test (24 000 cycles). A fuel supply pressure of at least
Engine Coolant Out Temperature 195.00 0.00
124 kPa (18 psi) to the fuel conditioning system is required.
Exhaust Backpressure 200.00 0.00
Use a Motorcraft E7T2-9C407-BA fuel pump. The fuel con-
Fuel Rail Temperature 195.00 0.00
Intake Air Pressure 5.00 -1.00 ditioning system is part of the golden stand supplied by Test
Intake Air Temperature 195.00 0.00
Engineering Inc.
Oil Gallery Temperature 195.00 0.00
6.3.5.1 Allowable Modifications to the Fuel System—To
RAC Coolant Out Temperature 195.00 0.00
Engine Speed 5500.00 0.00 facilitate engine replacement, an isolation and drain valve may
Torque 200.00 0.00
be installed downstream of the stand pressure gage. See Fig. 1.
Engine Coolant Flow Rate 200.00 0.00
RAC Coolant Flow Rate 200.00 0.00
7. Reagents and Materials
Blow-by Gas Temperature 195.00 0.00
Load Cell Temperature 195.00 0.00
NOTE 4—Use 12 L and 2600 g (~3000 mL) of the non-reference test oil
Engine Coolant Pressure 200.00 0.00
sample to perform the 200 h Valve-train Wear test.
Fuel Rail Pressure 500.00 0.00
7.1 Coolant for Engine and Rocker Arm Cover—Use a
mixture of ShellZone DEX-COOL antifreeze/coolant and
de-ionized water with a volume fraction of water of 50 %.
(Warning—Health hazard—see appropriate SDS).
6.3.4.2 Intake Air Filtering—Use the production intake air
cleaner assembly with filter, at the engine. Use a snorkel
7.2 Fuel—Use Haltermann KA24E10 Green test fuel for
adapter that fits over the intake air box inlet to connect the
this test method (Warning—Flammable health hazard). It is
controlled air duct to the air cleaner. Ensure that the top of the
dyed green to preclude unintentional contamination with other
air cleaner assembly has been modified for installation of the
test fuels. Refer to the TMC (https://www.astmtmc.org). Use
intake pressure sensor line. Refer to 6.3.4.5 for installation
approximately 750 L of fuel for each test (24 000 cycles). This
position.
fuel has a hydrogen-to-carbon ratio of 1.80 to 1.
6.3.4.3 Intake Air Flow—Do not measure intake airflow.
7.2.1 Fuel Approval Requirements—The fuel is blended to a
6.3.4.4 Intake Air Temperature—For final control of the
sulfur content of 130 ppm 6 10 ppm and the fuel supplier’s
inlet air temperature, install an electric air heater strip within
requirements. Base the fuel batch acceptance upon the physical
the air supply duct. The duct material and heater elements
and chemical specifications given in Annex A10. Engine
design shall not generate corrosion debris that could be
validation tests are not necessary for fuel batch acceptance.
ingested by the engine.
6.3.4.5 Intake Air Supply Pressure—Locate the pressure
sensing tube on the top cover of the air cleaner 190 mm 6
The sole source of supply of this fuel known to the committee at this time is
Haltermann Products, 1201 Sheldon Rd., P.O. Box 429, Channelview, TX
10 mm from the front (straight edge of the top surface) and
77530–0429, USA. If you are aware of alternative suppliers, please provide this
65 mm 6 10 mm from the left (viewed from the front of the
information to ASTM International Headquarters. Your comments will receive
box). The tube shall have a depth of 25 mm 6 4 mm into the
careful consideration at a meeting of the responsible technical committee, which
air cleaner. you may attend.
FIG. 1 Fuel System Isolation and Drain Valves
D8350 − 24
7.2.2 Fuel Analysis—Monitor the test fuel using good labo- 7.4.1.2 Pentane—(Warning—Flammable. Health hazard.)
ratory practices. Analyze each fuel shipment to determine the Available from petroleum solvent suppliers.
value of each parameter for fuel sulfur as described in Test 7.4.1.3 Cylinder Block and RAC Cleaning Detergent—Tri-
Method D2622, existent gum as described in Test Method sodium phosphate and any commercial coolant cleanser.
D381, RVP as described in Test Method D5191, and API (Warning—Caustic. Health hazard.)
12 12
Gravity as described in Test Method D4052. Compare the 7.4.1.4 Use Ultrasonic-7 soap and Ultrasonic-B
results to the original values supplied by the fuel supplier. The degreaser in ultrasonic parts washers to clean engine block,
analytical results shall be within the tolerances shown in cylinder heads and fixed phasers. Cleaning solution shall be at
parentheses beside each parameter. This provides a method to a temperature of 65 °C 6 5 °C.
determine if the fuel batch is contaminated or has aged 7.4.1.5 Alternatively, use a 50/50 Brulin US Solution of
prematurely. If any analytical result falls outside the tolerances, 815 GD and 815 QR-NF with a volume fraction of 12.5 %
the laboratory shall contact the fuel supplier for problem provided that the laboratory has conducted a successful refer-
resolution. ence oil test using this solution.
7.2.2.1 Fuel Deterioration—Analyze the fuel semiannually 7.4.2 Sealing Compounds—Use a silicone based gasketing
to ensure the fuel has not deteriorated excessively or been compound during engine assembly (for example, oil pan). Use
contaminated in storage. only ACDelco Engine Sealant part number 12378521 or
7.2.2.2 Analyze the fuels using Test Methods D2622, ThreeBond Engine Sealant part number TB 1217F recom-
D4052, D381, and D5191. mended silicone gasket materials.
7.2.3 Fuel Shipment and Storage—Ship the fuel in contain-
8. Oil Blend Sampling Requirements
ers with the minimum allowable venting as dictated by all
safety and environmental regulations, especially when ship-
8.1 Sample Selection and Inspection—The non-reference oil
ment times are anticipated to be longer than one week. Store
sample shall be uncontaminated, and representative of the
the fuel in accordance with all applicable safety and environ-
lubricant formulation being evaluated.
mental regulations. If the run tank has more than one batch of
NOTE 5—If the test is registered using the American Chemistry
fuel, document the most recent batch in the test report.
Council protocols, the assigned oil container formulation number shall
match the registration form.
7.3 Lubricating Oils:
7.3.1 Break-in Lubricating Oil—An engine break-in proce-
8.2 Non-reference Oil Sample Quantity—Use a minimum of
dure as shown in 11.8 is immediately conducted following the
15 L of new oil to complete the Sequence IVB test, including
replacement of new, major engine components (that is, engine
the oil flushes. Normally the supplier provides a 19 L new oil
short-block, or cylinder head, or both). Use the proper refer-
sample to allow for inadvertent losses.
ence oil, 1006-2, from the TMC for the break-in procedure.
8.3 Reference Oil Sample Quantity—The TMC provides a
Use 3 L of this reference oil for each break-in procedure.
19 L reference oil sample for each stand calibration test.
7.3.2 Break-In #2 Lubricating Oil—A second engine
break-in procedure (see Section 11) is conducted following the
9. Preparation of Apparatus
initial Break-In cycle. Use the proper reference oil, 1012, from
NOTE 6—This section details those recurring preparations necessary for
the TMC for break-in procedure. Use 19 L of this reference oil
test operation. This section assumes the engine test stand facilities and
other hardware described in Section 6 are in place.
for each break-in #2 procedure.
7.3.3 Short-block Assembly Lubricant and External Oil
9.1 Test Stand Preparations:
System Flush—For engine short-block inspection and
9.1.1 Instrumentation Calibration—Calibrate all sensors
reassemble, use EF-411 oil as the assembly lubricant. Also
and indicators before or during the test for the type instrumen-
used during external oil system flushing.
tation used. See Section 10 for the calibration requirements.
9.1.2 External Oil System Cleaning—Use clean mineral
7.4 Miscellaneous Materials:
spirits followed by forced-air drying to clean the external oil
7.4.1 Solvents and Cleansers—No substitutions for 7.4.1.1 –
system.
7.4.1.3 are allowed. Use adequate safety provisions with all
9.1.3 Air Cleaner Filter—Replace the air cleaner filter
solvents and cleaners.
element when an engine is replaced, or more frequently if
7.4.1.1 Degreasing Solvent—Use only mineral spirits meet-
intake air pressure is insufficient.
ing the requirements of Specification D235, Type II, Class C
for Aromatic Content (0 % to 2 % by volume), Flash Point
(61 °C, min) and Color (not darker than +25 on Saybolt Scale
Available from TEI, 12718 Cimarron Path, San Antonio, TX 78249, USA, Tel:
or 25 on Pt-Co Scale). (Warning—Combustible-Health
(210) 690-1958.
hazard-see appropriate SDS.) Obtain a Certificate of Analysis
The sole source of supply of this product known to the committee at this time
is Brulin & Company, 2920 Dr. Andrew J. Brown Av, Indianapolis, IN 46205,
for each batch of solvent from the supplier.
317.923.3211, csr@brulin.com. If you are aware of alternative suppliers, please
provide this information to ASTM International Headquarters. Your comments will
The sole source of supply of this product known to the committee at this time receive careful consideration at a meeting of the responsible technical committee,
is Exxon-Mobil Oil Corp., Attention Illinois Order Board, P.O. Box 66940, AMF which you may attend.
O’Hare, IL 60666, USA. If you are aware of alternative suppliers, please provide Available from retailers, autoparts stores, or any General Motors dealer.
this information to ASTM International Headquarters. Your comments will receive ThreeBond is a registered trademark of ThreeBond International, Inc. Avail-
careful consideration at a meeting of the responsible technical committee, which able from retailers, autoparts stores.
you may attend. American Chemistry Council, 1300 Wilson Boulevard, Arlington, VA 22209.
D8350 − 24
9.1.4 Draining Exhaust Piping—Prior to the start of each system. Therefore, reference oils are supplied with the explicit
test, drain the low point of the exhaust piping to eliminate understanding that they will not be subjected to analyses other
water accumulation. Drain water during a test if exhaust than those specified in this procedure, unless specifically
pressure control becomes unstable. authorized by the TMC. If so authorized, prepare a written
9.1.5 External Hose Replacement—Inspect all external statement of the circumstances involved, the name of the
hoses used on the test stand and replace any hoses that have person authorizing the analysis, and the data obtained; furnish
become unserviceable. Check for internal wall separations that copies of this statement to the TMC.
could cause flow restrictions. Inspect and replace the external
10.2.2 Reference Oil Test Frequency—Conduct reference oil
oil system hoses as needed.
tests according to the following frequency requirements:
9.1.6 Stand Ancillary Equipment—Service the dynamom-
10.2.2.1 For a given, calibrated test stand, conduct an
eter and driveline components, as required. The dynamometer
acceptable reference oil test after no more than 15 test starts
torque measurement shall be accurate (no unaccounted forces
have been conducted, or after six months have elapsed,
from hoses, load cell temperature gradients, or trunnion bear-
whichever occurs first.
ing hysteresis).
10.2.2.2 After starting a laboratory reference oil test, non-
reference oil tests may be started on any other calibrated test
9.2 General Engine Assembly Preparations—Refer to the
Sequence IVB Engine Assembly Manual, available from the stand.
ASTM Test Monitoring Center Website. http:// 10.2.2.3 Reference oil test frequency may be adjusted due to
www.astmtmc.org.
the following reasons:
10.2.3 Procedural Deviations—On occasions when a labo-
10. Data Acquisition, Reference Oil Application, and
ratory becomes aware of a significant deviation from the test
Equipment Calibration and Maintenance
method, such as might arise during an in-house review or a
10.1 Data Acquisition:
TMC inspection, the laboratory and the TMC shall agree on an
10.1.1 Computer Data Acquisition—The test stand should
appropriate course of action to remedy the deviation. This
log operational data using a computer data acquisition system,
action may include the shortening of existing reference oil
sensor configuration processes are described in 10.1.2 –
calibration periods.
10.1.3.1.
10.2.4 Parts and Fuel Shortages—Under special
10.1.2 Frequency of Logged Test Cycle Data—Log the test
circumstances, such as industry-wide parts or fuel s
...