ASTM D6891-23

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: D6891 − 23
Standard Test Method for
Evaluation of Automotive Engine Oils in the Sequence IVA
Spark-Ignition Engine
This standard is issued under the fixed designation D6891; 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).
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.
1. Scope* crankcase oil, non-ferrous wear metal concentrations, and total
oil consumption, can be useful in the assessment of the validity
1.1 This test method measures the ability of crankcase oil to
of the test results.
control camshaft lobe wear for spark-ignition engines equipped
with an overhead valve-train and sliding cam followers. This 1.2 The values stated in SI units are to be regarded as
test method is designed to simulate extended engine idling standard. No other units of measurement are included in this
vehicle operation. The Sequence IVA Test Method uses a standard.
Nissan KA24E engine. The primary result is camshaft lobe 1.2.1 Exceptions—Where there is no direct SI equivalent
wear (measured at seven locations around each of the twelve such as pipe fittings, tubing, NPT screw threads/diameters, or
lobes). Secondary results include cam lobe nose wear and single source equipment specified.
measurement of iron wear metal concentration in the used
1.3 This standard does not purport to address all of the
engine oil. Other determinations such as fuel dilution of
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
1 priate safety, health, and environmental practices and deter-
This test method is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
mine the applicability of regulatory limitations prior to use.
Subcommittee D02.B0 on Automotive Lubricants.
See Annex A8 for specific safety precautions.
Current edition approved July 1, 2023. Published July 2023. Originally approved
ɛ1 1.4 This international standard was developed in accor-
in 2003. Last previous edition approved in 2021 as D6891 – 21 . DOI: 10.1520/
dance with internationally recognized principles on standard-
D6891-23.
The ASTM Test Monitoring Center will update changes in this test method by
ization established in the Decision on Principles for the
means of Information Letters. Information letters may be obtained from the ASTM
Development of International Standards, Guides and Recom-
Test Monitoring Center (TMC), 203 Armstrong Drive, Freeport, PA 16229,
mendations issued by the World Trade Organization Technical
Attention: Director. www.astmtmc.org. This edition incorporates all Information
Letters through No. 23–1. Barriers to Trade (TBT) Committee.
*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
D6891 − 23
2. Referenced Documents 2.6 CEC Standard:
3 CEC-L-38-A-94 Peugeot TU-3M/KDX Valve-train Scuffing
2.1 ASTM Standards:
Wear Test
D235 Specification for Mineral Spirits (Petroleum Spirits)
(Hydrocarbon Dry Cleaning Solvent)
3. Terminology
D287 Test Method for API Gravity of Crude Petroleum and
3.1 Definitions:
Petroleum Products (Hydrometer/Method)
3.1.1 blowby, n—that portion of the combustion products
D323 Test Method for Vapor Pressure of Petroleum Products
and unburned air/fuel mixture that leaks past piston rings into
(Reid Method)
the engine crankcase during operation.
D381 Test Method for Gum Content in Fuels by Jet Evapo-
ration
3.1.2 calibration test stand, n—a test stand on which the
D445 Test Method for Kinematic Viscosity of Transparent
testing of reference material(s), conducted as specified in the
and Opaque Liquids (and Calculation of Dynamic Viscos-
standard, provided acceptable results. Sub. B Glossary
ity)
3.1.2.1 Discussion—In several automotive lubricant stan-
D525 Test Method for Oxidation Stability of Gasoline (In-
dard test methods, the ASTM Test Monitoring Center provides
duction Period Method)
testing guidance and determines acceptability.
D3525 Test Method for Gasoline Fuel Dilution in Used
3.1.3 reference oil, n—an oil of known performance
Gasoline Engine Oils by Wide-Bore Capillary Gas Chro-
characteristics, used as a basis for comparison.
matography
3.1.3.1 Discussion—Reference oils are used to calibrate
D4485 Specification for Performance of Active API Service
testing facilities, to compare the performance of other oils, or
Category Engine Oils
to evaluate other materials (such as seals) that interact with
D5185 Test Method for Multielement Determination of
oils. D5844
Used and Unused Lubricating Oils and Base Oils by
3.2 Definitions of Terms Specific to This Standard:
Inductively Coupled Plasma Atomic Emission Spectrom-
3.2.1 assessment length, n—the length of surface over
etry (ICP-AES)
which measurements are made.
D5844 Test Method for Evaluation of Automotive Engine
Oils for Inhibition of Rusting (Sequence IID) (Withdrawn 3.2.2 break-in, n—initial engine operation to reach stabili-
zation of the engine performance after new parts are installed
2003)
E29 Practice for Using Significant Digits in Test Data to in the engine.
Determine Conformance with Specifications
3.2.3 cam lobe wear, n—the sum of the wear determined at
E230 Specification for Temperature-Electromotive Force
the following locations (nose is zero location): (1) 14 cam
(emf) Tables for Standardized Thermocouples
degrees before the nose, (2) 10° before the nose, (3) 4° before
2.2 API Standard: the nose, (4) at the nose, (5) 4° after the nose, (6) 10° after the
nose, (7) 14° after the nose.
API 1509 Engine Oil Licensing and Certification System
2.3 SAE Standards: 3.2.4 cam nose wear, n—the maximum linear deviation of a
worn nose profile from the unworn profile; the nose is the high
SAE J183 Engine Oil Performance and Engine Service
Classification lift point on the particular cam lobe.
SAE J254 Instrumentation and Techniques for Exhaust Gas
3.2.5 flushing, n—the installation of a fresh charge of
Emissions Measurement
lubricant and oil filter for the purpose of running the engine to
reduce and eliminate remnants of the previous oil charge.
2.4 ASME Standard:
B46.1 Standard for Surface Texture (Surface Roughness, 3.2.5.1 Discussion—Flushing may be carried out in an
iterated process to ensure a more thorough process of reducing
Waviness, and Lay)
previous oil remnants.
2.5 JASO Standard:
3.2.6 reference line, n—a deduced, leveled, straight line
M 328-95 Valve-train Wear Test Procedure for Evaluating
drawn on the profilometer graph, from the front unworn
Automobile Gasoline Engine Oils
average edge of a cam lobe to the rear unworn average edge of
that cam lobe.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or 3.2.7 valve-train, n—a mechanical engine subsystem com-
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
prised of the camshaft, the rocker arms, hydraulic lash
Standards volume information, refer to the standard’s Document Summary page on
adjusters, the poppet valves, and valve-springs.
the ASTM website.
The last approved version of this historical standard is referenced on
3.2.8 waveness , n—the maximum excursion of the worn
total
www.astm.org.
surface as graphically measured normal to the reference line.
Available from The American Petroleum Institute (API), 1220 L. St., NW,
Washington, DC 20005.
Available from Society of Automotive Engineers (SAE), 400 Commonwealth
Dr., Warrendale, PA 15096-0001. Available from the Coordinating European Council for the Development of
Available from American Society of Mechanical Engineers (ASME), ASME Performance Tests Transportation Fuels, Lubes, and other Fluids, Madou Plaza, 25
International Headquarters, Three Park Ave., New York, NY 10016-5990. Floor Place, Madou B-1210, Brussels, Belgium.
8 10
Available from Japanese Standards Organization (JSA), 4-1-24 Akasaka Available from ASTM Test Monitoring Center (TMC), 203 Armstrong Drive,
Minato-Ku, Tokyo, 107-8440, Japan. Freeport, PA 16229, Attention: Director.
D6891 − 23
4. Summary of Test Method tions on the cam lobe. Determine individual cam lobe wear by
summing the seven location wear measurements. Average the
4.1 Test Numbering Scheme—Use the test numbering
wear from the twelve cam lobes for the final, primary test
scheme shown below:
result. After test completion, determine the oil consumption by
AAAAA–BBBBB–CCCCC
the mass of used oil versus the fresh oil charged to the engine
AAAAA represents the stand number. BBBBB represents
(including oil filter). Analyze the end of test used oil for fuel
the number of tests since the last calibration test on that stand.
dilution, kinematic viscosity, and wear metals. Retain a final
CCCCC represents the total number of Sequence IVA tests
drain sample of 1 L for 90 days. Retain the camshaft and rocker
conducted on that stand. For example, 6-10-175 represents the
arms for six months.
175th Sequence IVA test conducted on test stand 6 and the
tenth test since the last calibration test. Consecutively number
5. Significance and Use
all tests. Number the stand calibration tests beginning with zero
5.1 This test method was developed to evaluate automotive
for the BBBBB field. Multiple-length Sequence IVA tests are
lubricant’s effect on controlling cam lobe wear for overhead
multiple runs for test numbering purposes, such as double-
valve-train equipped engines with sliding cam followers.
length tests which are counted as two runs and triple-length
tests which are counted as three runs. For example, if test
NOTE 1—This test method may be used for engine oil specifications,
1-3-28 is a doubled-length test, number the next test conducted
such as Specification D4485, API 1509, SAE J183, and ILSC GF 3.
on that stand 1-5-30.
6. Apparatus
4.2 Test Engine—This procedure uses a fired 1994 model
NOTE 2—Coordination with the ASTM Committee D02, Subcommittee
Nissan KA24E, in-line 4-cylinder, 4-cycle, water-cooled, port
B, Sequence IVA Surveillance Panel is a prerequisite to the use of any
fuel-injected gasoline engine with a displacement of
equivalent apparatus. However, the intent is to permit reasonable adapta-
11,12
2.389 L. The engine features a single overhead camshaft
tion of existing laboratory facilities and equipment. Figures are provided
with sliding follower rocker arms, with two intake valves and
throughout the test method to suggest appropriate design details and depict
one exhaust valve per cylinder, and hydraulic lash adjusters.
some of the required apparatus.
The camshaft is not phosphate-coated or lubrited.
6.1 Test Engine—This test method uses a fired 1994 model
4.3 Test Stand—Couple the test engine (devoid of alternator,
Nissan KA24E, in-line 4-cylinder, 4-cycle, water-cooled, port
cooling fan, water pump, clutch and transmission) to an
fuel-injected gasoline engine with a displacement of
11,12
eddy-current dynamometer for precise control of engine speed
2.389 L. See Annex A6 for a parts lists. Nominal oil sump
and torque. Specify the combined inertia of the driveline and
volume is 3.5 L. The cylinder block is constructed of cast iron,
dynamometer to ensure reproducible transient ramping of
while the cylinder head is aluminum. The engine features a
engine speed and torque. Control the intake air, provided to the
single overhead camshaft with sliding follower rocker arms,
engine air filter housing, for temperature, pressure, and humid-
with two intake valves and one exhaust valve per cylinder, and
ity. Mount the engine similar to its vehicle orientation (tilted up
hydraulic lash adjusters. The camshaft is not phosphate-coated
5.5° in front; sideways 10° up on intake manifold side; bottom
or lubrited. The rocker arm contact pad material is powdered
of oil sump horizontal). Modify the engine ECM wiring
metal. The engine compression ratio is 8.6 to 1. Rate the engine
harness, sensors, and actuators. The test stand plumbing shall
at 198 N·m torque at 4400 r ⁄min. The ignition timing and
conform to the diagrams shown in Annex A7. Install the engine
multi-port fuel injection system is ECM. Fuel the engine with
on a test stand equipped with computer control of engine
a specially blended, non-detergent unleaded reference gasoline.
speed, torque, various temperatures, pressures, flows, and other
Make the EGR non-operable.
parameters outlined in the test procedure (see Section 11).
6.1.1 Engine Buildup and Measurement Area—The ambient
atmosphere of the engine buildup and measurement areas shall
4.4 Test Sequence—After engine break-in or after the
be reasonably free of contaminants and maintained at a
completion of a previous test, install a new test camshaft and
uniform temperature. Maintain the specific humidity at a
rocker arms. Charge the fresh test oil to the engine and conduct
uniform level to prevent the accumulation of rust on engine
two flushes. After completing both flushes, drain the used oil,
parts. Use uniform temperatures to ensure repeatable dimen-
and weigh and install the fresh test oil and filter. Conduct the
sional measurements. Use a sensitive surface profilometer
test for a total of 100 h, with no scheduled shutdowns. There
instrument to measure the wear of the cam lobes, and place the
are two operating conditions, Stage I and Stage II; Stage I for
profilometer on a base-plate free of external vibrations.
50 min and Stage II for 10 min comprise one test cycle. The
test length is 100 cycles. 6.1.2 Engine Operating Area—The laboratory ambient at-
mosphere shall be reasonably free of contaminants and general
4.5 Analyses Conducted—After test, measure the camshaft
wind currents, especially if and when the valve-train parts are
lobes using a surface profilometer. From these graphical profile
installed while the engine remains in the operating area. The
measurements, determine the maximum wear at seven loca-
temperature and humidity level of the operating area is not
specified.
The sole source of supply of the apparatus known to the committee at this time
6.1.3 Parts Cleaning Area—This test method does not
is Nissan North American, Inc., P.O. Box 191, Gardena, CA 90248-0191.
specify the ambient atmosphere of the parts cleaning area
If you are aware of alternative suppliers, please provide this information to
(Warning—Use adequate ventilation in areas while using
ASTM International Headquarters. Your comments will receive careful consider-
ation at a meeting of the responsible technical committee, which you may attend. solvents and cleansers).
D6891 − 23
6.2.5.3 Locate the copper wire clip in the slot on the side of
the aluminum alloy pump body. Remove the U-shaped wire
clip by pulling perpendicular to the longitudinal axis of the
water-pump shaft.
6.2.5.4 Support the flat, machined face of the aluminum
alloy pump body on two sides, 180° apart, leaving the impeller,
bearings, seal, and shaft free to be pressed out of the aluminum
alloy pump body.
6.2.5.5 Again using press punch rod with the approximate
diameter of 14 mm, press the shaft, impeller, double bearing,
and seal assembly out of the aluminum alloy pump body. Press
in the direction of the internal cavity.
6.2.5.6 Clean and prepare the aluminum alloy pump body
for contamination-free welding.
6.2.5.7 Fabricate a water pump bore plug (see Annex A7)
FIG. 1 Modified Water Pump
starting at the neck of the aluminum alloy pump body towards
the internal cavity. In some instances, due to manufacturing
6.2 External Engine Modifications—Modify the test engine
tolerances, the pump body may need to be heated to approxi-
for the valve-train wear test. Make the exhaust gas recircula-
mately 200 °C and the fabricated bore plug cooled to approxi-
tion non-operable. Disable the swirl control actuator. Disable
mately 0 °C. This will allow easy installation of the bore plug.
the fast idle system and the auxiliary air control (AAC) valve.
6.2.5.8 Preheat the aluminum alloy pump body (with plug
Replace the engine coolant temperature sensor by a fixed
installed) to approximately 200 °C.
resistor. Modify the engine water-pump to incorporate an
6.2.5.9 Using an argon/tungsten-inert gas welder with
external electric-driven water-pump. Do not use the water-
pedal/rheostat-operated 220 A, 4043 aluminum 3 mm filler
pump fan blade and cooling radiator. Remove the alternator.
rod, and the approximate settings of ac and high frequency,
Install an oil cooler (water-to-oil heat exchanger) at the oil
weld the base perimeter of the plug to the internal cavity of the
filter housing, as shown in Annex A7. Modify the engine
aluminum pump body.
wiring harness. Install fittings for various temperature and
6.2.5.10 Allow to cool, then perform final cleaning before
pressure measurements as required by the test method. Place
installation on the engine.
the Nissan production rocker cover with a specially manufac-
6.2.6 Coolant Bypass Hose—Disconnect the coolant bypass
tured aluminum jacketed rocker cover. Route the engine
hose at the intake manifold. The connection ends are plugged
coolant through this jacket. Install a fitting in the front engine
to prevent bypass flow. Remove the thermostat.
cover to allow a portion of the crankcase ventilation air to
6.2.7 Oil Cooler—Insert a water-to-oil heat exchanger (see
bypass the rocker cover.
Annex A7) between the engine oil filter adapter block and the
6.2.1 Non-Operable EGR—This test method does not use an
oil filter, using a gasket as shown in Annex A7. See Annex A7
EGR valve. Cover the EGR port with the supplied 3 mm
for installation details. Plumb the water outlet to the cooler
thickness block-off (blind) plate (see Annex A7). Remove the
fitting and orient to the same axis as the oil filter. Orient the
hose from the exhaust manifold to the EGR. Plug the EGR
cooler for both water fittings to face the rear of the engine. To
supply port in the rear of the exhaust manifold with a pipe
connect process water to the oil cooler, use flexible hoses
fitting.
(16 mm diameter) of approximately 500 mm length to connect
6.2.2 Swirl Control Actuator—Disable the swirl control
process water to the oil cooler. Control the oil temperature by
actuator by removing the harness connector and vacuum line.
metering the flow of the process water outlet. A control system
Plug the vacuum line source.
valve with Flow Coefficient (Cv) of 0.32 produces satisfactory
6.2.3 Fast Idle Disabling—To disable the fast idle system,
control. Replace the oil cooler when it no longer remains
remove the fast idle cam on the throttle body.
serviceable.
6.2.4 Engine Coolant Temperature Sensor—Substitute the
6.2.8 Ignition Power Supply—Use a 15 A dc power supply
variable input of the coolant temperature sensor to the ECM at
to provide 13.4 V to 14.2 V dc to the ECM that powers the
the wiring harness of the ECM with a fixed resistance of
engine ignition system (a Lambda Electronics Corporation
13,12
300 Ω.
Model No. LFS-43-15 has been found useful). Provide a
6.2.5 Utility Engine Water-pump—Modify the engine water-
separate power source for the starter motor circuit. Use an
pump shown in Fig. 1 to serve as a dummy housing on the
automotive battery equipped with a low-amperage battery
engine, and use an electric motor-driven, external water pump
charger.
for this test.
6.2.9 ECM Wiring Harness Modifications—Remove the
6.2.5.1 Support two surfaces, 180° apart, of the underside
connectors and wires from the electronic control module
(non-machined surface) of the 77 mm diameter steel hub.
wiring harness except those shown in Table 1.
Leave the shaft, body, and impeller free to be pressed out of the
supported hub.
The sole source of supply of the apparatus known to the committee at this time
6.2.5.2 Using a press punch rod with the approximate
is Lambda Electronics Corporation, 515 Broad Hollow Road, Melville, NY
diameter of 14 mm, press the shaft out of the hub. 11747-3700.
D6891 − 23
A
TABLE 1 ECM Wiring Harness Modifications TABLE 2 System Time Response
Connector Description Connector Number(s)
Time Response, max
Parameters
(one time constant)
Camshaft Position Sensor 30M
Power Transistor 44M
Temperatures 2.5 s
Distributor 46M
Pressures 1.6 s
Ignition Coil 47M, 97M
Coolant Flow 2.5 s
Oxygen Sensor 59M
Torque 2.0 s
Mass Air Flow Sensor 63M
Speed 1.8 s
Engine Coolant Temperature Sensor 65M (Install 300Ω
resistor)
Throttle Position Sensor 66M
Injectors 1–4 72M, 73M, 74M, 75M
Intake Air Temperature Sensor 18M
Body Ground 275M
changes. Computer log and plot the cycle 5 transient data. Log
Engine Ground 60M, 61M
Connector Description Connector Number(s)
the critical parameters (engine speed, torque, oil gallery
B
Fuel Pump Relay 5M
temperature, coolant out temperature) once per second or
C
ECCS Relay 6M
higher frequency. If cycle 5 transients are beyond the proce-
Resistor and Condenser 40M
Check Connector 208M
dural limits defined in 11.2.6, document and confirm the
Joint Connector A 259M
corrective action with the next available transition plot.
ECM (ECCS Control Module) 262M
6.3.1.3 System Time Response for Logged Data—Do not
Fuel Pump 2C
Joint Connector C 212M (jumper exceed the controlled operational parameters for system time
hardwired)
response for measurement shown in Table 2. The system time
Connector 260M (jumper
response includes the total system of sensor, transducer, analog
hardwired)
EGR Temperature sensor 17M (retain, do not
signal attenuation, and computer digital filtering. Use single-
connect)
pole type filters for attenuation.
EGRC solenoid valve 88M (retain, do not
6.3.1.4 Quality Index—The Quality Index (QI) is an overall
connect)
IACV-AAC Valve and 64M (retain, do not
statistical measure of the variation from test targets of the
connect)
steady-state operational controlled parameters. The Sequence
IACV-FICD Solenoid Valve
IVA Surveillance Panel has chosen the QI upper and lower
Ground Connector (retain, do not
connect)
control limits, shown in Table 3.
Check Engine Light add and utilize
n 2
30 A fuse holder add and utilize
1 U1L 2 2X
i
D
QI 5 1 2 (1)
Ground add and utilize S D
(
n U 2 L
i51
Keep-Alive wire add and utilize
Ignition wire add and utilize
where:
D
Ground wire add and utilize
X = values of the parameter measured,
A
i
See modified wiring diagram in Annex A7.
B
U = allowable upper limit of X,
Modify the fuel pump relay connector (5M) to provide a nominal 13 V to the fuel
pump only when turning on the ignition power switch. See Annex A7 for the wiring L = allowable lower limit of X, and
details.
n = number of data points used to calculate QI.
C
The ECCS relay uses the 6M connector. Connect it to the battery through a
fusible link.
Where missing data or Bad Quality Data (BQD), or both, are
D
Attach the wiring harness grounds to the front engine-lifting bracket.
encountered, calculate the adjusted Quality Index (QI )
ADJ
using the following equation:
n n N 2 n
QI 5 QI 1QI × (2)
S D S D S D
6.3 Test Stand and Laboratory Equipment—This engine- ADJ
N N N
dynamometer test is designed for operation using computer
where:
control instrumentation and computer data acquisition. Provide
Q = QI calculated without missing/BQD,
an intake air system for the precise control of engine intake air
I = points,
humidity, temperature, and cleanliness.
n = number of data points used to calculate QI, and
6.3.1 Computer Data Acquisition System—The procedure
N = number of data points for a complete data set.
shown in 6.3.1.1 – 6.3.1.3 details the test stand log operational
data with a computer data acquisition system using sensor If the QI calculation of a controlled parameter is less than
configurations, and is in compliance with Data Acquisition and zero, investigate the reason, assess its impact on test opera-
Control Automation II. Consider a test that has greater than tional validity, and document such finding in the final test
2 h without data acquisition on any controlled parameter to be report. For calibration tests, review the operational validity
operationally invalid. assessment with the TMC.
6.3.1.1 Frequency of Logged Steady-State Data—Log the 6.3.2 Test Stand Configuration—Mount the engine on the
Stage I steady-state (last 45 min of stage) operational condi- test stand similar to its vehicle orientation (tilted up 5.5° in
tions every 2 min or more frequently. Log the Stage II front; sideways 10° up on intake manifold side; bottom of oil
steady-state (last 5 min of stage) operational conditions every sump horizontal). This orientation is important to the return
30 s or more frequently. flow of oil in the cylinder head, and ensures reproducible oil
6.3.1.2 Frequency of Logged Transient Data—Define the levels. Directly couple the engine flywheel to an eddy-current
transient time as the first 5 min following operational stage dynamometer through a driveshaft. The driveshaft design shall
D6891 − 23
TABLE 3 Upper and Lower Control Limits
If using a main system duct dew point temperature reading to
Parameter L U calculate the specific humidity, verify the dew point periodi-
Coolant Flow 29.8 30.2 cally at the test stand. Maintain the duct surface temperature
Coolant Out Temperature, 49.81 50.19
above the dew point temperature at all points downstream of
Stage I and II 54.81 55.19
the humidity measurement point to prevent condensation and
Exhaust Back-pressure 103.34 103.66
Intake Air Humidity 10.8 12.2 loss of humidity level.
Intake Air Pressure 0.047 0.053
6.3.4.2 Intake Air Filtering—Use the production intake air
Intake Air Temperature 31.71 32.29
cleaner assembly (Annex A6), with filter, at the engine. Use a
Oil Cylinder Head Temperature, 48.7 49.3
Stage I and II 58.7 59.3 snorkel adapter, functionally equivalent to that shown in Annex
Speed, 793.5 806.5
A7, to connect the controlled air duct to the air cleaner. Modify
Stage I and II 1493.5 1506.5
the top of the air cleaner assembly for the installation of the
Torque 24.5 25.5
Rocker Cover Air Flow 9.5 10.5
intake temperature sensor and for the intake pressure sensor
line. Refer to 6.3.4.5.
6.3.4.3 Intake Air Flow—Do not measure for intake airflow.
6.3.4.4 Intake Air Temperature—For final control of the
minimize vibration at the test operating conditions. The dyna-
2 2
inlet air temperature, install an electric air heater strip within
mometer system shall have inertia of 0.75 kg·m 6 0.15 kg·m
the air supply duct. The duct material and heater elements
to ensure satisfactory control of engine speed at 800 r/min,
design shall not generate corrosion debris that could be
stable air-to-fuel ratio control, and enable reproducible tran-
ingested by the engine. To provide sufficient duct flow for
sient control of engine speed and torque during stage changes.
adequate air temperature control, it is recommended that
Do not use hydraulic type dynamometers, as they exhibit
excess air be dumped just prior to the air cleaner snorkel. An
residual torques at low speed operation. Do not use the engine
air dump area of approximately 60 mm will provide sufficient
to drive any external engine accessory. Recommend the area
above and to the left of the rocker arm cover be left unob- flow without stagnation. If additional airflow is required to
stabilize air temperature, it is permissible to install a nominal
structed to allow for easier on-site replacement of valve-train
wear parts while the engine rests on the test stand. See Annex 10 mm bleed hole in the air filter housing. Install the inlet
temperature sensor in the air cleaner, centered at the inlet to the
A8 for Safety Precautions.
6.3.3 Dynamometer Speed and Torque Control System—To air cleaner (see Annex A7). Attach a support brace to the air
cleaner assembly mounting stud and wing nut, if vibration of
improve laboratory reproducibility for transient control of
engine speed and torque, the driveline system inertia, exclud- the temperature sensor is a problem.
2 2
6.3.4.5 Intake Air Supply Pressure—Install a disc type valve
ing engine, shall be 0.75 kg·m 6 0.15 kg·m . Control the
engine power for evaluating the lubricant in a repeatable in the controlled air system supply duct to control the engine
inlet air gage pressure. Locate the sensing tube for inlet air
manner by:
6.3.3.1 Measuring and controlling engine speed and dyna- pressure in the topside of the air cleaner assembly
(50 mm 6 10 mm left and 80 mm 6 10 mm in front of the
mometer torque,
right rear corner of the assembly). This location senses the
6.3.3.2 Controlling exhaust absolute pressure by exhaust
pressure before the air enters the air cleaner element.
pipe throttling, and
6.3.5 Fuel Supply System—This test method requires ap-
6.3.3.3 Controlling the supply of intake air temperature,
proximately 200 L of unleaded Haltermann KA24E Green test
humidity, and pressure differential above barometer pressure.
14,12
fuel per test (100 cycles). Ensure a sufficient fuel supply at
NOTE 3—The dynamometer speed and torque control systems shall be
the start of test to conduct the test without a shutdown. Use the
capable of maintaining the steady state operating set points within the
production port fuel injection system, including fuel pump (see
performance envelope (that is, quality index established by the industry
matrix testing program).
Annex A7), fuel injector rail, and fuel pressure regulator. Ford
NOTE 4—Two types of full closed-loop speed and torque control
fuel pump, E7TZ-9C407-BA may also be used in this
systems have been successfully utilized. One typical closed-loop system
application. Use recirculated fuel within the system using a
maintains speed by varying dynamometer excitation and maintains torque
non-production heat exchanger to maintain fuel temperature
by varying the engine throttle. This arrangement may provide satisfactory
ranging from 15 °C to 30 °C. Measure fuel consumption using
steady-state control. Another closed-loop speed and torque control system
16,12
maintains torque by varying dynamometer excitation and controls speed
a mass flow meter (MicroMotion model D-6 is suitable).
using the engine throttle. This arrangement may provide satisfactory
Install a fuel filter assembly (see Annex A7) upstream of the
transient control during stage changes.
fuel pump. Ensure proper fuel filtration to maintain precise
6.3.4 Intake-air Supply System—The supply system shall be
air-fuel ratio control during the test.
capable of delivering a minimum of 600 L/min (2000 L/min
6.3.5.1 Fuel Temperature—Measure fuel temperature
preferred) of conditioned and filtered air to the test engine
through one of the ports in a cross fitting located in the line
during the 100 h test, while maintaining the intake-air param-
eters detailed in Annex A5. A humidifying chamber controls
the specific humidity and provides a positive air pressure to an
The sole source of supply of the apparatus known to the committee at this time
is Dowell Chemical Company, 1201 South Sheldon Road, Channelview, TX
intake air supply duct. Annex A7 shows a general schematic of
77530-0429.
the intake air system.
Can be purchased through Ford or Lincoln Mercury dealers.
6.3.4.1 Induction Air Humidity—Measure the intake air
The sole source of supply of the apparatus known to the committee at this time
specific humidity in the main system duct or at the test stand. is Micromotion, 7070 Winchester Circle, Boulder, CO 80301.
D6891 − 23
A
TABLE 4 AFR Analyzer Parameters
between the fuel pump and the fuel rail. Maintain the fuel
Fuel Properties Value
temperature to the fuel rail below 50 °C.
Hydrogen to Carbon ration of the fuel 1.800
6.3.5.2 Fuel Pressure—Measure the fuel pressure through
Oxygen Content 0.000
one of the ports in a cross fitting located in the line between the
A
Stochiometric air-to-fuel ratio for the test fuel is 14.4 to 1.
fuel pump and the fuel rail inlet.
6.3.5.3 Fuel Flow—Install a mass fuel flow meter for
measuring the fuel consumption rate in the fuel supply system,
prior to the fuel recirculating loop. A MicroMotion model D-6
the tube collector. Orient this fitting circumferentially 60° to
fuel flow meter has been found to be suitable. 90° from the exhaust temperature sensor.
6.3.6 Exhaust System—Use a production cast iron exhaust 6.3.6.9 Exhaust Sample Probe—It is optional to install an
exhaust sampling probe for emission analyses (percent O ,
manifold, without insulation, for the test.
CO , CO, HC). If used, locate the exhaust sampling probe
6.3.6.1 Plug the rear of the manifold (EGR supply) with a
100 mm downstream from the end of the collector on the
pipe fitting. Do not use an EGR for this test.
exhaust pipe. Extend the probe into the center of the exhaust
6.3.6.2 Use and install a production exhaust gas oxygen
pipe, with the tip of the probe cut to a 45° angle (longest
sensor (one-wire EGO) in the original location in the exhaust
portion facing upstream).
manifold.
6.3.7 Air-to-Fuel Ratio Control—Control the air-to-fuel ra-
6.3.6.3 Mount an industrial cooling blower with a nominal
tio (AFR) at a stoichiometric mixture (14.4 6 0.3) by the
air flow rating within 10 000 L/min to 14 000 L ⁄min to blow
engine ECM, using feedback from the production exhaust gas
air vertically over the cast iron exhaust manifold and the
oxygen sensor installed in the exhaust manifold.
manifold exhaust gas oxygen (EGO) sensor. This cooling air is
6.3.7.1 AFR Measurement—To monitor the reliability of the
essential to proper EGO operation. Ensure this cooling air is
AFR control, use an AFR analyzer with a separate wide
not directed to the engine oil pan or rocker arm cover. Use a
range-sensing element (UEGO) sensor to compute the AFR.
deflector shield to prevent air currents at the oil pan. See Annex
17,12
Use a Horiba model MEXA 110 lambda analyzer, or the
A8 for Safety Precautions.
18,12
ETAS Lambda Meter LA3. These analyzers are configured
6.3.6.4 Use the production exhaust pipe front length (mini-
to read directly the air-to-fuel ratio. Program the Mexa 110
mum 500 mm), including tube collector with shield, leading
AFR analyzer with the information shown in Table 4 for the
from the manifold. Route the exhaust from the test cell using
Haltermann KA24E Green test fuel. Input the Mexa 110
accepted laboratory practices. Install an exhaust pressure
analyzer with sensor calibration documentation received with
control valve at any point after the production exhaust pipe to
the sensor. It is recommended that a periodic verification of the
enable the exhaust to be controlled to an absolute pressure. Use
calibration be performed by exposing the sensor to a 4.0 % O ,
of a catalytic converter, or exhaust attenuator, or pipe cooling
N balance certified gas. Follow the manufacturer’s calibration
is optional, provided these devices are installed after the
procedures for the AFR analyzer used.
production exhaust pipe front length and specified absolute
6.3.8 Ignition System—Do not modify the ignition system
pressure is maintained. Remove the unused exhaust pipe
for this test method.
production fitting, and weld a plate over the opening (see
6.3.8.1 Monitoring Ignition Timing—Use an automotive
Annex A7).
timing light (strobe) to visually check the ignition timing.
6.3.6.5 Because this test method is continuously operated at
6.3.9 Engine Coolant System—A schematic diagram of the
low engine speeds and torque, the water vapor in the exhaust
external coolant system is shown in Annex A7. Use a 50 %
gas tends to condense in the exhaust piping. Install a low point
deionized water and antifreeze solution, using an extended life
drain in the exhaust piping to remove accumulated water
ethylene glycol based engine coolant. Texaco Havoline Dex-
before the start of each test. Depending on the exhaust piping
19,12
Cool has been found to meet this requirement. Configure
arrangement, if exhaust pressure fluctuations are observed,
the plumbing such that the total coolant system capacity,
remove water periodically throughout the 100 h test.
including engine and normal reservoir capacity, is 25 L to 30 L.
6.3.6.6 Air-To-Fuel-Ratio Sensor—Install a Universal Ex-
Regulate the system pressure by a 100 kPa radiator-type
haust Gas Oxygen (UEGO) sensor in the production exhaust
pressure cap onto the reservoir tank. Plumb the coolant to enter
pipe to monitor the air-to-fuel ratio. Make a port 30 mm 6
the engine at the thermostat housing (remove the thermostat).
10 mm downstream of the collector. Orient the UEGO to the
Coolant exits the engine at the front of the intake manifold.
front side of the exhaust pipe using the appropriate weld fitting.
Circulate a portion of the engine coolant through the specially
It is not necessary to direct cooling air over the UEGO sensor.
manufactured jacketed rocker cover (see Annex A7).
6.3.6.7 Exhaust Gas Temperature—Measure the exhaust gas
6.3.9.1 External Coolant Pump—Use an electric motor-
temperature using a 6 mm diameter thermocouple. Install the
driven centrifugal bronze body pump with a nominal minimum
thermocouple in a welded fitting attached to the exhaust pipe at
a location 50 mm 6 10 mm downstream from the end of the
collector. Insert the sensor tip to the center of the exhaust pipe
The sole source of supply of the apparatus known to the committee at this time
is Horiba Instruments, 17671 Armstrong Avenue, Irvine, CA 92714.
(see Annex A7).
The sole source of supply of the apparatus known to the committee at this time
6.3.6.8 Exhaust Absolute Pressure—Attach the exhaust
is ETAS, 2155 Jackson Avenue, Ann Arbor, MI 48103.
pressure sensor tube to a welded fitting installed on the exhaust
The sole source of supply of the apparatus known to the committee at this time
pipe at a location (50 6 10) mm downstream from the end of is Texaco Lubricants Company, P.O. Box 4427, Houston, TX 77210-4427.
D6891 − 23
FIG. 2 Jacketed Rocker Cover
rating of 150 L/min at 100 kPa head pressure. The actual flow circuit enters the front of the jacketed cover and exits the rear
range during the test (including break-in) is 20 L ⁄min to of the cover. Install an automatic air bleed vent near the front
70 L ⁄min. of the rocker cover. Limit the secondary circuit flow rate at the
6.3.9.2 Coolant Heater—Use a nominal 8 kW electric exit by installing a two-way control valve, 13 mm nominal
heater, or equivalent external heating source, in the coolant internal diameter size, with a flow coefficient rating (Cv) of
system. This allows engine coolant soak temperatures to be 1.25. Configure the control valve in the fail-safe open position.
maintained while the engine is not running. Because the ECM The secondary flow joins the primary flow at the suction of the
coolant temperature sensing system is non-operable, smooth coolant system-circulating pump. Refer to the schematic of the
running of the engine upon start-up depends on maintaining the cooling system located in Annex A7.
coolant soak temperature. 6.3.10 Crankcase Ventilation System (Fig. 3)—Alter the
6.3.9.3 Coolant Heat Exchanger—Use a conventional shell- Nissan production routing of the crankcase gasses to ensure
and-tube heat exchanger for cooling. Flow the engine coolant that a certain mass flow rate of fresh air is supplied to the
through the tube side, and use process water on the shell side. valve-train underneath the jacketed rocker cover. Take
A nominal 150 mm diameter by 1200 mm long exchanger has humidity-conditioned air from the bottom, left rear of the air
been found to be suitable. Position the heat exchanger cleaner housing and route to the rear right side of the rocker
vertically, and the coolant inlet at the top of the exchanger. arm cover and to the engine front cover.
Plumb the high point bleed to remove system air during initial 6.3.10.1 Draw the crankcase off-gas from the engine at the
circulation of coolant. Install a sight-glass in the coolant line production breather and oil separator. From the breather, the
upstream of the external coolant pump. Plumb a low point crankcase gas flows through the Positive Crankcase Ventilation
drain to allow complete coolant removal. (PCV) valve to the bottom plenum of the intake manifold (see
6.3.9.4 Coolant Control—For control of the coolant out Annex A7) for a drawing of the ventilation system plumbing.
temperature, install an automatic control valve in the process 6.3.10.2 Use a mass flow meter to measure the fresh airflow
water outlet of the heat exchanger. Use a control valve with a to the rocker cover of 10.0 L ⁄min (SLPM, Standard Litres per
Cv rating of 1.25 for the recommended heat exchanger size. Minute). This meter, corrected to standard conditions, shall
6.3.9.5 Coolant Flow Control—Measure the coolant flow have an accuracy of 6 0.25 L ⁄min (SLPM) at 10 L ⁄min
using a volumetric flow sensor installed in the coolant line (SLPM). Full scale of the meter shall be a minimum of
between the heat exchanger and the coolant inlet to the engine. 20 L ⁄min (SLPM). Time response of the measurement shall be
20,12
A Barco venturi metering element is recommended. Con- less than or equal to 1.0 s. One model that meets these
trol the flow by an automatic flow control valve on the specifications is Sierra Mass Flow Meter, model 730-N2-
21,12
discharge side of the external pump. A control valve with a Cv 1E0PV1V4 (air; 20 SLPM).
rating of 16 is recommended. 6.3.10.3 Prior to the meter, install a three-way control valve
6.3.9.6 Jacketed Rocker Cover Coolant System—Route a having a nominal size of 13 mm and a flow coefficient rating of
portion of total coolant system flow through the jacketed rocker 2.5 Cv. Configure the valve so that loss of control power routes
cover. Install a tee fitting at the exit of the coolant heat all air to the rocker cover. A Badger Meter ⁄2 in. research valve
22,12
exchanger to allow the coolant flow to split into two circuits with Trim A meets these requirements. Use a 20 L nominal
(main circuit to the engine thermostat housing and secondary surge at the exit of the flow meter.
circuit to the jacketed rocker cover (see Fig. 2). The secondary
The sole source of supply of the apparatus known to the committee at this time
is Sierra Instruments, 5 Harris Court, Monterey, CA 93940.
20 22
The sole source of supply of the apparatus known to the committee at this time The sole source of supply of the apparatus known to the committee at this time
is Barco, Hyspan Precision Products, 1685-T Brandwine Avenue, Chula Vista, CA is Badger Meter, Inc., Precision Products Division, 6116 East 15th Street, Tulsa, OK
91911. 74112.
D6891 − 23
FIG. 3 Typical Crankcase Ventilation
6.3.10.4 The plumbing from the 3-way valve to the engine require short immersion depths to prevent undesirable tempera-
front cover is a nominal diameter of 10 mm; see Fig. 4. The ture gradients. For exhaust gas temperature, the 6.4 mm
plumbing from the 3-way valve, through th
...