ASTM D8291-23a

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: D8291 − 23a
Standard Test Method for
Evaluation of Performance of Automotive Engine Oils in the
Mitigation of Low-Speed, Preignition in the Sequence IX
Gasoline Turbocharged Direct-Injection, Spark-Ignition
Engine
This standard is issued under the fixed designation D8291; 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* chambers in gasoline, turbocharged, direct-injection (GTDI)
engines under low-speed and high-load operating conditions.
1.1 This laboratory engine test evaluates the ability of an
This test method is commonly known as the Ford low-speed,
automotive engine to mitigate preignition in the combustion
preignition (LSPI) test.
This test method is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Until the next revision of this test method, the ASTM Test Monitoring Center
Subcommittee D02.B0 on Automotive Lubricants. will update changes in the test method by means of information letters. Information
Current edition approved Nov. 1, 2023. Published November 2023. Originally letters may be obtained from the ASTM Test Monitoring Center, 203 Armstrong
approved in 2019. Last previous edition approved in 2023 as D8291 – 23. DOI: Drive, Freeport, PA 16229. Attention: Director. This edition incorporates revisions
10.1520/D8291-23A. in all 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
D8291 − 23a
1.1.1 In vehicles, equipped with relatively small GTDI D2709 Test Method for Water and Sediment in Middle
spark-ignition engines, preignition has occasionally occurred Distillate Fuels by Centrifuge
when the vehicles are operated under low-speed and high-load
D3120 Test Method for Trace Quantities of Sulfur in Light
conditions. Uncontrolled, preignition may cause destructive
Liquid Petroleum Hydrocarbons by Oxidative Microcou-
engine damage.
lometry
D3231 Test Method for Phosphorus in Gasoline
1.2 The values stated in SI units are to be regarded as
D3237 Test Method for Lead in Gasoline by Atomic Absorp-
standard. No other units of measurement are included in this
tion Spectroscopy
standard.
D3525 Test Method for Gasoline Fuel Dilution in Used
1.2.1 Exceptions—Where there is no direct SI equivalent
Gasoline Engine Oils by Wide-Bore Capillary Gas Chro-
such as screw threads, national pipe threads/diameters, tubing
size, wire gauge, or specified single source equipment. matography
D4485 Specification for Performance of Active API Service
1.3 This standard does not purport to address all of the
Category Engine Oils
safety concerns, if any, associated with its use. It is the
D4739 Test Method for Base Number Determination by
responsibility of the user of this standard to establish appro-
Potentiometric Hydrochloric Acid Titration
priate safety, health, and environmental practices and deter-
D4858 Test Method for Determination of the Tendency of
mine the applicability of regulatory limitations prior to use.
Lubricants to Promote Preignition in Two-Stroke-Cycle
1.4 This international standard was developed in accor-
dance with internationally recognized principles on standard- Gasoline Engines (Withdrawn 2022)
ization established in the Decision on Principles for the D5185 Test Method for Multielement Determination of
Development of International Standards, Guides and Recom-
Used and Unused Lubricating Oils and Base Oils by
mendations issued by the World Trade Organization Technical
Inductively Coupled Plasma Atomic Emission Spectrom-
Barriers to Trade (TBT) Committee.
etry (ICP-AES)
D5453 Test Method for Determination of Total Sulfur in
2. Referenced Documents
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
2.1 ASTM Standards: Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
D86 Test Method for Distillation of Petroleum Products and
D5892 Specification for Type IV Polymer-Modified Asphalt
Liquid Fuels at Atmospheric Pressure
Cement for Use in Pavement Construction (Withdrawn
D130 Test Method for Corrosiveness to Copper from Petro-
2005)
leum Products by Copper Strip Test
D5967 Test Method for Evaluation of Diesel Engine Oils in
D235 Specification for Mineral Spirits (Petroleum Spirits)
T-8 Diesel Engine
(Hydrocarbon Dry Cleaning Solvent)
D6593 Test Method for Evaluation of Automotive Engine
D323 Test Method for Vapor Pressure of Petroleum Products
Oils for Inhibition of Deposit Formation in a Spark-
(Reid Method)
Ignition Internal Combustion Engine Fueled with Gaso-
D381 Test Method for Gum Content in Fuels by Jet Evapo-
line and Operated Under Low-Temperature, Light-Duty
ration
Conditions
D445 Test Method for Kinematic Viscosity of Transparent
D6984 Test Method for Evaluation of Automotive Engine
and Opaque Liquids (and Calculation of Dynamic Viscos-
Oils in the Sequence IIIF, Spark-Ignition Engine
ity)
D7414 Test Method for Condition Monitoring of Oxidation
D525 Test Method for Oxidation Stability of Gasoline (In-
in In-Service Petroleum and Hydrocarbon Based Lubri-
duction Period Method)
cants by Trend Analysis Using Fourier Transform Infrared
D664 Test Method for Acid Number of Petroleum Products
(FT-IR) Spectrometry
by Potentiometric Titration
D7624 Test Method for Condition Monitoring of Nitration in
D1298 Test Method for Density, Relative Density, or API
In-Service Petroleum and Hydrocarbon-Based Lubricants
Gravity of Crude Petroleum and Liquid Petroleum Prod-
by Trend Analysis Using Fourier Transform Infrared
ucts by Hydrometer Method
(FT-IR) Spectrometry
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
D8047 Test Method for Evaluation of Engine Oil Aeration
leum Products by Fluorescent Indicator Adsorption
Resistance in a Caterpillar C13 Direct-Injected Turbo-
D2622 Test Method for Sulfur in Petroleum Products by
charged Automotive Diesel Engine
Wavelength Dispersive X-ray Fluorescence Spectrometry
D8279 Test Method for Determination of Timing-Chain
D2699 Test Method for Research Octane Number of Spark-
Wear in a Turbocharged, Direct-Injection, Spark-Ignition,
Ignition Engine Fuel
Four-Cylinder Engine
D2700 Test Method for Motor Octane Number of Spark-
E29 Practice for Using Significant Digits in Test Data to
Ignition Engine Fuel
Determine Conformance with Specifications
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 last approved version of this historical standard is referenced on
the ASTM website. www.astm.org.
D8291 − 23a
2.2 American National Standards Institute Standards: 3.2.7 EEC—electronic engine control
ANSI MC96.1 Temperature Measurement-Thermocouples
3.2.8 F—quantile
3.2.9 G—skewness
3. Terminology
3.2.10 GTDI—gasoline turbocharged direct injection
3.1 Definitions:
3.2.11 IBP—initial boiling point
3.1.1 engine oil, n—a liquid that reduces friction or wear, or
both, between the moving parts within an engine; removes
3.2.12 ID—internal diameter
heat, particularly from the underside of pistons; and serves as
3.2.13 ip—intermediate precision
a combustion gas sealant for piston rings.
3.2.14 K—kurtosis
3.1.1.1 Discussion—It may contain additives to enhance
3.2.15 LCR—lower compression ring
certain properties. Inhibition of engine rusting, deposit
formation, valve train wear, oil oxidation, and foaming are
3.2.16 LTMS—lubricant test monitoring system
examples. D5892
3.2.17 LSPI—low-speed preignition
3.1.2 lambda, n—the ratio of actual air mass induced,
3.2.18 M—mean
during engine operation, divided by the theoretical air mass
3.2.19 MAF—mass air flow
requirement at the stoichiometric air-fuel ratio for the given
3.2.20 MAP—manifold absolute pressure
fuel.
3.1.2.1 Discussion—A lambda value of 1.0 denotes a stoi-
3.2.21 MAPT—manifold absolute pressure and temperature
chiometric air-fuel ratio. D6593
3.2.22 MFB—mass fraction burn
3.1.3 lubricant test monitoring system (LTMS), n—an ana-
3.2.23 MFB2—mass fraction burn at 2 %
lytical system in which ASTM calibration test data are used to
3.2.24 PCM—powertrain control module
manage test precision and severity (bias). D6984
3.2.25 PCV—positive crankcase ventilation
3.1.4 PCM, n—an engine control unit, most commonly
3.2.26 PID—parameter identification
called the powertrain control module (PCM), is an electronic
device that instantaneously controls a series of actuators on an
3.2.27 PIE—preignition event
internal combustion engine to ensure optimal engine perfor-
3.2.28 PMAX—maximum pressure (see Note 5)
mance.
3.2.29 PMAXV—pressure maximum voltage
3.1.5 preignition, n—in a spark-ignition engine, ignition of
3.2.30 PMINV—pressure minimum voltage
the mixture of fuel and air in the combustion chamber before
the passage of the spark. D4858 3.2.31 PP—peak pressure (see Note 5)
3.1.6 quantity, n—in the SI, a measurable property of a body 3.2.32 P/N—part number
or substance where the property has a magnitude expressed as
3.2.33 R—reproducibility
the product of a number and a unit; there are seven, well-
3.2.34 S—standard deviation
defined base quantities (length, time, mass, temperature,
3.2.35 UCR—upper compression ring
amount of substance, electric current and luminous intensity)
from which all other quantities are derived (for example,
3.2.36 VCT—variable valve timing
volume whose SI unit is the cubic metre).
3.2.37 WOT—wide open throttle
3.1.6.1 Discussion—Symbols for quantities must be care-
3.2.38 Z —exponentially weighted moving average
i
fully defined; are written in italic font, can be upper or lower
case, and can be qualified by adding further information in
4. Summary of Test Method
subscripts, or superscripts, or in parentheses (for example, t
fuel
4.1 The test procedure is a “flush and run” test, that is the
= 40 °C, where t is used as the symbol for the quantity Celsius
test engine is used for multiple tests and the next test oil is used
temperature and t is the symbol for the specific quantity fuel
fuel
to flush the previous test oil from the engine.
temperature). D8047
4.2 The test procedure is conducted in four iterations. Each
3.2 Acronyms and Abbreviations (italic font denotes the
iteration is 175 000 engine cycles in length.
symbol for a quantity):
3.2.1 AvPIE—average preignition events
4.3 Low-engine speed and high-load, steady-state condi-
3.2.2 CAN—controller area network tions are used to generate (PIE) events, which are counted
throughout each of the four 175 000 engine cycles.
3.2.3 DAC—digital-to-analog converter
4.4 Combustion pressure is measured directly in each cyl-
3.2.4 DACA—data acquisition and control automation
inder to provide documentary evidence of the occurrence of
3.2.5 e —prediction error
i
preignition events.
3.2.6 ECU—electronic control unit
5. Significance and Use
5.1 This test method evaluates the ability of an automotive
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036, http://www.ansi.org. engine to mitigate preignition in the combustion chambers in
D8291 − 23a
turbocharged, direct injection, gasoline engines under low- 6.6.1 Use the coolant-inlet and -outlet system from OH
7,8
speed and high-load operating conditions. Technologies . Typical plumbing for the external coolant
system is shown in Fig. A6.2 and Fig. A6.3. Use a coolant
5.2 Varying quality reference oils, with known preignition
flowmeter with an accuracy of 61 %. Install the flowmeter at
tendencies, were used in developing the operating conditions
either the coolant inlet or coolant outlet sides of the engine.
of the test procedure.
Install the flow control valve in the line running from the
5.3 The test method has applicability in gasoline-engine-oil
engine-coolant outlet to the heat exchanger. ITT standard heat
7,9
specifications and is expected to be used in specifications and
exchangers have been found suitable. Use 38 mm (1.5 in.)
classifications of engine lubricating oils, such as the following:
pipe to plumb the coolant system. Minimize the number of
5.3.1 Specification D4485.
elbows in the cooling system. Ensure that the engine coolant
5.3.2 ILSAC GF-6.
flows through the tube side of the heat exchanger.
5.3.3 SAE Classification J183.
6.6.2 A radiator cap is used to limit system pressure to
7,10
105 kPa. Motorcraft RS40 P/N D2YY8100-A has been
6. Apparatus (General Description)
found suitable for this application. Pressurize the coolant
6.1 Test Engine—The test engine is a spark-ignition, four-
system to 70 kPa 6 10 kPa at the top of the coolant reservoir.
stroke, four-cylinder, gasoline, turbocharged, direct-injection
6.6.3 Control the engine-coolant flow rate and outlet tem-
engine with a displacement of 2.0 L. Features of this engine
perature to meet the requirements in Table 1.
include variable camshaft timing, dual overhead camshafts
6.6.4 Inspect engine-coolant components external to the
driven by a timing chain, four valves per cylinder, and
engine every three months and clean as necessary.
electronic direct-fuel injection. It is based on the Ford Motor
6,7
6.7 Oil System Components—All oil-system components in
Co. 2012 Explorer engine.
the engine are production configuration with the exception of
6.2 Configure the test stand to accept the test engine. All
the modified oil pan (Fig. A6.1) and oil-filter housing (Fig.
special equipment necessary for conducting this test is listed
A6.12).
below.
6.8 Using the production oil cooler, control the oil tempera-
6.3 Use appropriate air-conditioning apparatus to control
ture by running process water through the water side of the oil
the temperature, pressure, and humidity of the inlet air to meet
cooler. Locations of oil-temperature thermocouples are shown
the requirements in Table 1.
in Fig. A6.12.
6.4 Use an appropriate fuel supply system. A typical system
6.9 Dynamometer—Use Midwest dynamometer model
is shown in Fig. 1.
7,11
MW-1014A.
NOTE 1—The fuel may need to be heated to maintain the fuel
6.10 Combustion Analysis Equipment—Use the AVL IndiS-
temperature in Table 1. As a consequence, heat may buildup in the fuel
system during shutdown thereby increasing the pressure in the fuel lines. mart GigaBit 612 combustion analysis system and the AVL
7,12
It is good practice, therefore, to include a pressure relief valve in the fuel
IndiCom combustion analysis software. For the latter, use
line to relieve the pressure and to send the excess fuel back to the tank
the amplifier and pressure settings and the standard results
before the shutoff valve.
settings given in A10.1 and A10.2, respectively. Report the
6.5 The control and data acquisition system shall meet the
channels shown in A10.16.
requirements listed in Annex A5.
6.11 Fuel and Fuel System:
6.6 Engine Cooling System:
6.11.1 System Description—Fig. 1 is a schematic diagram of
a typical fuel-supply system. Supply an excess volume of fuel
to the high-pressure fuel pump and fuel rail at all times.
Introduce make-up fuel (that is, fuel used by the engine) into
the loop from an external source. Mix the makeup fuel with
fuel that is returned from the fuel rail (that is, fuel not used by
The sole source of supply of this component known to the committee at this the engine). Pump the fuel through a mixing chamber, or a
time is Ford Motor Co., 290 Town Center Dr, Dearborn, MI 48126.
small heat exchanger, to mix the two streams and to provide
If you are aware of alternative suppliers, please provide the information to
fuel of consistent temperature to the engine. Deliver the fuel to
ASTM International Headquarters. Your comments will receive careful consider-
ation at a meeting of the responsible technical committee which you may attend.
TABLE 1 Oil-Flush-Procedure Conditions
The sole source of supply of this part known to the committee at this time is OH
Technologies, 9300 Progress Pkwy., Mentor, O 44060, USA. Tel: +1 440 354 7007.
Controlled Quantity, unit Set Point
www.ohtech.com.
Coolant-out temperature, °C 95
The sole source of supply of this part known to the committee at this time is
Oil-gallery temperature, °C 95
Kinetics Engineering Corp., 2055 Silber Road, Suite 101, Houston, TX 77055.
Air-charge temperature, °C 43
Available from Ford dealership as well as select auto parts stores.
Inlet-air temperature, °C 30
Available from Dyne Systems, Inc. W209 N17391 Industrial Drive, Jackson,
Inlet-air pressure, kPa (gauge) 0.05
WI 53037 USA 800-657-0726; dtnesystems.com and from Dyno One, Inc. 14671 N
Exhaust back pressure, kPa (absolute) 104
250 W Edinburgh, IN 46124, info@dyno-one.com. Tel 812-5260500.
Humidity, g/kg 11.4
Fuel pressure, kPa 450 ± 37 The sole source of supply of this system known to the committee at this time
is AVL Gmbh, Platz 1, A-8020, Graz, Austria. www.avl.com.
D8291 − 23a
FIG. 1 Typical Fuel Supply System
a high-pressure pump (Ford P/N AG9Z-9350-B/AG9E-9D376- 7. Apparatus (The Test Engine)
6,7
AB ) that boosts the pressure and supplies the fuel to the fuel
7.1 Sequence IX Test Engine—The test engine parts are
rail. 6,7
available from the Ford Motor Company. A detailed listing
6.11.2 Controls—Maintain the fuel temperature to the high-
of all parts and P/Ns is given in Annex A7.
pressure pump at 30 °C 6 0.5 °C. To ensure good atomization
7.2 Required New Engine Parts—A new short block is
of the fuel, maintain the fuel pressure to the high-pressure
required when initially referencing a stand and engine combi-
pump above 450 kPa 6 37 kPa. Maintain constant fuel pres-
nation. This short block can be re-used provided it remains
sure throughout the test to ensure good speed, power, and
within service limits and is capable of being referenced. New
air-fuel ratio control.
crush washers and gaskets are required whenever the engine/
6.11.3 Test Fuel—Approximately 340 L of Haltermann
7,13
short block is disassembled (for example, for pretest measure-
HF003 Lube Certification fuel are required for each test.
ments or repair). New camshafts and buckets are required
(Warning—Flammable, health hazard.)
when first building a cylinder head. New valves are required
6.11.4 Fuel Batch—Ensure each new batch of fuel is ac-
when rebuilding a cylinder head.
companied by a certificate of analysis showing that it meets the
7.2.1 Use short blocks with installed pistons stamped with
requirements shown in Test Fuel Specifications for TMC
BB on the piston crown. Where BB stamped pistons are not
Monitored Tests, available from the ASTM Test Monitoring
installed, use pistons, part number AG9Z-6108-D , stamped
Center website: www.astmtmc.org. Record the fuel batch
AA1 and AB1. Machined 2019 Grade BB pistons
identification number in the appropriate field in the test report.
(MACH2019) may also be used, where BB pistons have not
If co-mingling fuel batches, document the most prevalent fuel
been installed.
batch in the test report. There are no restrictions on the
percentages of co-mingled batches but it is always a good
7.3 Reusable Engine Parts—The cylinder head can be used
practice to minimize the dilution. on subsequent short blocks as long as it remains within the
6.11.4.1 Fuel from a new batch can be added to a laborato-
service limits in the workshop manual. The parts listed in Table
ry’s fuel tank at any time provided it meets the requirements A7.2, Table A7.6, and Table A7.7 can be used for multiple tests
detailed in the fuel specification (see also 6.11.4.2).
as long as they are in good condition and meet the service
6.11.4.2 Fuel Batch Analysis—Fuel shall be analyzed in limits in the workshop manual.
accordance with industry standards. Refer to the recommenda-
7.4 Specially Fabricated Engine Parts—The following sub-
tions of the Fuels Task Force which is a subgroup of the ASTM
sections detail the specially fabricated engine parts required in
D02.B0 Technical Guidance Committee.
this test method:
The sole source of supply of this fuel known to the committee at this time is
Haltermann Products, 1201 Sheldon Road, P.O. Box 429, Channeview, TX 777530, Available from any Ford dealer.
USA. www.haltermansolutions.com. Available from Southwest Research Institute (see X1.5.4).
D8291 − 23a
7.4.1 Inlet Air System (see Fig. A6.8)—Fabricate the inlet air 7.6.1 General—Functions that are to be performed in a
system using the stock 2012 Explorer air cleaner assembly and specific manner or at a specific time in the assembly process
mass air flow (MAF) sensor as detailed in Table A7.6. Install are noted here.
the fresh-air tube, air-cleaner assembly, and new air filter.
7.6.2 Mounting the Engine on the Test Stand—Mount the
Modify the air-cleaner assembly to accept fittings for an
engine on the test stand so that the flywheel friction face is 0.0°
inlet-air-temperature thermocouple and pressure tap. Either use
6 0.5° from vertical and at a 0.0° 6 0.5° roll angle. Use two
the 2012 Explorer fresh-air tubes or fabricate fresh-air tubes so
motor mounts at the rear of the engine. Quicksilver P/N
7,18
as to provide a separation of 1040 mm 6 25 mm from the
66284-A has been found suitable for this purpose. An
MAF sensor to the turbocharger inlet.
example of a rear-mount support is shown in Fig. A6.5. Use a
7.4.2 Oil Pan—Modify the stock 2012 Explorer oil pan to rubber mount at the front of the engine attached to the
add an oil drain plug in one of the rear locations shown in Fig.
front-cover mount. Examples of front-mount supports are
A6.1. shown in Fig. A6.4. Ensure that the engine’s longitudinal axis
is aligned to within 0.5° of the dynamometer.
7.4.3 Cylinder Head—Use a modified cylinder head that
allows the installation of in-cylinder pressure sensors. This
7.6.3 Flywheel—Obtain the modified flywheel (P/N
7,16
7,8
engine part is available from TEI.
OHTVH-006-1) from OH Technologies. Lightly coat the
flywheel bolts with Loctite 565 to prevent any oil from seeping
7.4.4 Pressure Sensor Tubes—Install ⁄8 in. OD steel tubing
into the pressure sensor sleeves in the cylinder head to allow out of the holes. Torque the flywheel to 108 N·m to 115 N·m.
for installation of the in-cylinder pressure sensors.
7.6.4 Clutch and Pressure Plate—Utilize the clutch disc
19 20
7.4.5 Valve Cover—Modify the stock valve cover to allow (4-spring, Sachs P/N K0047-07 or ACT P/N 30000207 ),
the pressure sensor tubes to protrude through the cover. Seal and the pressure plate, Sachs P/N K0047-07. Torque the
pressure plate bolts to 25 N·m to 33 N·m. Replace the clutch
the location where the tubes protrude through the cover to
prevent oil from leaking through the penetrations. and pressure plate with every new engine.
7.4.6 Coolant Supply Manifold—To accept the coolant-in 7.6.5 Driveline—Grease the driveline every test. The driv-
thermocouple (Fig. A6.2), use a coolant inlet purchased from eline specifications are as follows:
7,8
OH Technolgies in place of the stock coolant inlet. (1) Driveline angle degree: 1.5° 6 0.5°;
(2) Installed length from flange to flange: 450 mm to
7.4.7 Coolant Return Manifold—To accept the coolant-out
610 mm;
thermocouple and provide a coolant return from the turbo-
(3) 1410 series flanges; 1550 joints;
charger (Fig. A6.2), use a coolant outlet purchased from OH
7,8
(4) Driveshaft stiffness: 0.1° to 0.3°/136 N·m (100 ft·lbf).
Technologies in place of the stock thermostat housing.
P/N MSI-41/55S-22 from Machine Services Inc. (see X1.5.2.3)
7.4.8 Oil Filter Housing—Modify the oil-filter housing to
has been found to be a suitable driveshaft.
accept a thermocouple on the front side of the housing,
facilitating measurement of the oil temperature entering the oil
7.7 Exhaust System:
cooler.
7.7.1 Warning—Exhaust gas is noxious. (Caution: Any
leaks in the connections to the sample probes will result in
7.5 Special Engine Measurement and Assembly
Equipment—For assembly, use any special tools or equipment erroneous readings and incorrect air-fuel ratio adjustment.)
shown in the 2012 Explorer Service Manual. Complete any
7.7.2 A typical exhaust system, with fittings for backpres-
assembly instructions not detailed in Section 7 according to the
sure probe, oxygen (O ) sensors and thermocouple, is illus-
instructions in the 2012 Explorer Service Manual. Apparatus
trated in Fig. A6.6.
routinely used in a laboratory or workshop are not included.
7.7.3 Construct exhaust components from either solid or
7.5.1 Piston Ring Positioner—Use the piston-ring posi-
bellows pipe/tubing. Other flexible pipe type is not acceptable.
tioner to locate the piston rings down from the cylinder-block
7.7.4 Use the backpressure probes until they become unser-
deck surface by 38 mm. This allows the compression rings to
viceable. If the existing probes are not cracked, brittle, or
be positioned in a consistent location in the cylinder bore for
deformed, clean the outer surfaces and clear all port holes.
the ring-gap measurement. Fabricate the positioner according
Check the probes for possible internal obstructions and rein-
to the details shown in Fig. A6.13.
stall the probes in the exhaust pipe.
7.5.2 Engine Service Tools—A list of special tools for the
7.7.4.1 Stainless steel probes are generally serviceable for
test engine is shown in Table A7.8. The tools are designed to
several tests; mild steel probes tend to become brittle after one
aid carrying out several service items, in addition to the
test.
specific service items that require special tools to perform the
7.8 Fuel Management System:
functions indicated (if not self-explanatory).
7.6 Engine Installation on the Test Stand:
The sole source of supply of this bracket known to the committee at this time
is Quicksilver, www.quicksilver-products.com.
16 19
Test Engineering Inc., 12758 Cimmaron Path, Ste. 102, San Antonio, TX Available from online and local parts suppliers, contact Sachs website
78249-3417. www.sachsperformance.com.
17 20
Available from any Ford dealership or from Owatonna Tools Co., 2013 4th St., Available from online and local parts suppliers, contact Advance Clutch
NW Owatonna, MN 55060. Technology website www.advancedclutch.com.
D8291 − 23a
TABLE 3 Instrumentation Calibration Periods
7.8.1 Fuel Injectors—Inspect the O-rings to ensure they are
in good condition and will not allow fuel leaks. Replace if Instrument Type Section Calibration Period
necessary. Install the fuel injectors into the fuel rail and the Load cell 8.19 Prior to every reference test
Thermocouples 8.11 Every 3 mo
cylinder head.
Pressure sensors 8.12 Every 3 mo
Flow meters 8.13 Every 3 mo
7.9 Powertrain Control Module:
In-cylinder pressure sensors 8.16 Every 300 h
7.9.1 Use a Powertrain Control Module (PCM) provided by
Crank angle encoder 8.17 Every 300 h
6,7
Ford Motor Company to run this test. The PCM contains a
Charge amplifier 8.18 Manufacturer’s
recommendation
calibration developed for this test. The PCM calibration
number is U502-HBBJ0-v1-7-VEP-371.VBF.
7.9.1.1 The PCM is powered either by a 13.5 V 6 1.5 V
TABLE 4 Oil-Flush Procedure
battery or an alternative power supply that does not interrupt/
Step Time per Total Time, Ramp Time, Engine Engine
interfere with proper PCM operation.
Stage, h:min h:min Speed, Torque,
7.9.1.2 Connect the PCM battery/power supply to the en-
h:min r/min N·m
gine wire harness with an appropriate gauge wire of the
1 0:02 0:02 - Idle 0
shortest practical length so as to maintain a dc voltage of 12 V 2 0:15 0:17 0:02 2000 70
3 0:02 0:19 0:02 Ramp to idle 0
to 15 V and minimize PCM electrical noise problems. Ground
the PCM ground wire to the engine. From the same ground
point, run a minimum 2 gauge wire back to the battery negative
to prevent interruption/interference of the PCM operation. The
power supply can also be used for the lambda (oxygen)
intercooler to the throttle body. The tubing length is not
sensors.
specified but should be the appropriate length to achieve the
7.10 Spark Plugs:
required air-charge temperature in Table 1 and Table 2 and an
7.10.1 Use either Motorcraft CYFS-12-Y2 or Bosch (P/N
average system pressure loss less than 3 kPa.
HR7Mii30T ) spark plugs which come pre-gapped. Torque
7.13.1.1 Locate the sensors for measuring the Manifold
the spark plugs to 9 N·m to 12 N·m. Do not use anti-seize
Absolute Pressure and Temperature (MAPT) in accordance
compounds on spark plug threads.
with Fig. A6.9. Place the probes for measuring the post-
intercooler, turboboost pressure, and pre-intercooler pressures,
7.11 Crankcase-Ventilation System:
in accordance with Fig. A6.9. A typical installation is shown in
7.11.1 The crankcase-ventilation system is vented to the
Fig. A6.10. The engine vacuum system is shown in Fig. A6.15.
atmosphere through the port in the valve cover and is not to be
connected to the inlet.
7.14 External Hose Replacement:
7.14.1 Inspect all external hoses used on the test stand and
7.12 Water-to-Air Turbocharger Intercooler:
replace any hoses that have become unserviceable. Check for
7.12.1 Use water-to-air intercooler capable of achieving the
internal wall separations that could cause flow restrictions.
required air-charge temperatures in Tables 1-4 and an average,
Check all connections to ensure security.
system-pressure loss less than 3 kPa. Type 5 or Type 52
7,23
intercoolers from Frozenboost have been found suitable.
7.15 Wiring Harness:
When cleaning the intercooler as part of normal
7.15.1 There are two wiring harnesses used on the test
maintenance, spray clean the air side of the intercooler with
stand—a dynamometer harness that connects to the stand
solvent, rinse with hot water and leave to air-dry. Use com-
power and PCM, and an engine harness. Obtain the dynamom-
7,8
mercial AquaSafe descaler to clean the water-side.
eter and engine-wiring harnesses from OH Technolgies.
Diagrams of these wiring harnesses are shown in Fig. A6.16
7.13 Intercooler Tubing:
and Fig. A6.17 identifying connections.
7.13.1 Fabricate the inlet-air system with 51 mm internal
diameter (ID), stainless steel tubing from the turbocharger to
7.16 Electronic Throttle Controller:
the intercooler, and 64 mm ID, stainless steel tubing from the
7.16.1 Control the electronic-throttle controller using sig-
nals from the simulated, accelerator-pedal position. The dyna-
mometer wiring harness is supplied with an Accelerator Pedal
Available from retailers and autopart stores.
FrozenBoost Inc., www.frozenboost.com. Position jumper cable with un-terminated pigtail leads.
7.16.1.1 Connect the two voltage command signals, Acc
TABLE 2 Sequence IX Controlled Quantities for the Eight-Hour Pos Sensor 1 and Acc Pos Sensor 2, to the Accelerator Pedal
Break-in
Position jumper cable. The voltage control ranges for each
Quantity, unit Controlled value signal are shown in Table 5. The wiring schematic and pin-out
Coolant-out temperature, °C 85 description for this connection are shown in Fig. 2.
Oil-gallery temperature, °C 100
7.16.1.2 Acc Pos Sensor 2 shall always equal 50 % of Acc
Inlet-air pressure, kPa (gauge) 0.05
Pos Sensor 1.
Air-charge temperature, °C 37
Inlet-air temperature, °C 30 7.16.1.3 Run the voltage signals through a voltage isolator
Humidity, g/kg 11.4
otherwise interference will occur between the laboratory
Fuel pressure, kPa 450 ± 37
digital-to-analog converter (DAC) system and the engine
Coolant flow rate Valve wide open
electronic control unit (ECU) leading to erratic throttle control.
D8291 − 23a
7,24
TABLE 5 Accelerator Position Sensor Control Ranges
ultrasonic parts cleaner. Tierra Tech Model MOT500NS has
Command Operating Min Signal (Idle), Max Signal been found suitable for this purpose. Rinse parts with cleaning
A
7,25
Signal Range, V (WOT),
soap, NAT-50 or PDN-50, before putting them into the
A A
V V
7,24
ultrasonic cleaner. Use Ultrasonic Solution 7 and B in the
Acc Pos Sensor 0 to 5.0 0.75 (15 %) 4.25 (85 %)
ultrasonic parts cleaner.
Acc Pos Sensor 0 to V 0.375 (15 %) 2.125 (85 %)
8.3.1.4 The Cleaning Procedure:
(1) Heat the ultrasonic bath to 60 °C (140 °F). When this
A
DC.
temperature is attained (but NOT before), add the ultrasonic
cleaning solution. For the Tierra Tech Model MOT500NS with
a capacity of 6000 L (158 gal), use 20.8 L of ultrasonic
solution 7 and 1.9 L (0.5 gal) of ultrasonic solution B. Change
the soap and water solution at least after every 25 h of use.
7.17 Water Pump and Water-Pump Drive—Install the water
NOTE 2—Quantities will be different for a different size unit.
pump and pulley, the crankshaft pulley, and the tensioner
(2) After 30 min, remove the parts and immediately spray
according to the 2012 Explorer service manual. These are the
with hot water, followed by solvent and left to air dry.
only components needed to drive the water pump. All other
production, front-end, accessory-drive components do not need
8.3.2 Cleaning Other Components—Unless otherwise
to be installed. The engine cannot be used to drive any external
stated, spray clean the following components with solvent, then
engine accessory other than the water pump. Pull back the
blow out with pressurized air, and leave to air dry:
tensioner and install the water-pump drive belt as shown in Fig.
(1) camshafts and all valve train;
3. It is recommended that there is a minimum contact angle of
(2) intake manifold/throttle body (unseparated);
20° between the drive belt and the water-pump pulley.
(3) fuel-pump housing with piston;
(4) vacuum pump and oil screen;
7.18 Cylinder-block Oil Separator:
(5) oil screen and the intake and outlet of the turbocharger:
7.18.1 Install a dummy positive crankcase ventilation
wipe lightly, with a rag wet with solvent. (Do not clean the
(PCV) valve (that is, a PCV valve with the internal components
inside of the turbocharger);
removed) in the oil separator on the side of the engine block.
(6) carbon build up on the injectors: wipe off; variable
Measure crankcase pressure at this location.
valve timing;
(7) variable valve timing (VCT) solenoids;
8. Engine Preparation
(8) valve cover;
8.1 Environment for Engine Buildup and Measurement
(9) turbocharger oil lines.
Areas—The ambient atmosphere of the engine buildup and
8.4 Engine Measurements:
measurement areas shall be reasonably free of contaminants.
8.4.1 Cylinder-Bore and Piston Measurements—See Table
Control the temperature to within 63 °C to ensure acceptable
A8.1.
repeatability in the measurement of parts dimensions. To
8.4.1.1 Measure and record the piston-to-bore clearances at
prevent moisture forming on cold engine parts that are brought
the top-, second-, and third-ring lands and the piston skirt as
into the buildup or measurement areas, maintain the relative
shown in Fig. A6.13. Use the bore ladder shown in Fig. A6.14
humidity at a nominal maximum of 50 %.
to determine bore diameter positions. Measure the bore in both
8.2 Engine Disassembly:
the longitudinal and transverse directions. To determine the
8.2.1 Disassemble the engine and the cylinder head accord-
piston-to-bore clearance, calculate the difference between the
ing to the 2.0 L Ecoboost disassembly procedures in the Ford
particular piston diameter location and the average bore
2012 Explorer Shop Manual. Note the position of all the engine
diameter for both the transverse and longitudinal directions.
components to ensure they are returned to the same positions
8.4.1.2 Measure and record ring side clearances for the
when the engine is reassembled.
upper and lower compression rings (UCR, LCR). Determine
ring side clearance by taking four measurements 90° apart.
8.3 Cleaning Engine Components:
Either check clearance with a thickness gauge or by measuring
8.3.1 Cylinder Head Preparation and Cleaning:
the difference between the thickness of the ring and the height
8.3.1.1 General—Use a modified cylinder head obtained
of the corresponding groove.
7,16
from TEI.
8.4.1.3 Measure and record ring tension. Obtain ring tension
8.3.1.2 New Cylinder Heads—A new cylinder head that has
7,16
measurements from Test Engineering, Inc.
been modified with pressure-transducer tubes installed, and
8.4.2 Cylinder-head Measurements—See Table A8.2.
never used in a previous Sequence IX test, shall be cleaned
with Stoddard solvent before assembly. Clean all debris left
from the tube installation off the cylinder head.
The sole source of supply of this product known to the committee at this time
8.3.1.3 Used Cylinder Heads—For a cylinder head that has
is TierraTech, Draper Business Park, 12227 South Business Park Drive, Suite 100,
been modified with pressure transducer tubes installed, and has
Draper, UT 84020, sales@tierratech.com.
been used in a previous Sequence IX test, clean the bare
The sole source of supply of this material known to the committee at this time
cylinder head, with tubes (but no valve-train components) in an is Better Engineering Manufacturing, 8361 Town Court, Baltimore, MD 21236.
D8291 − 23a
FIG. 2 Accelerator Position Wiring Schematic
8.5.2 Throttle Body:
8.5.2.1 Clean the butterfly and bore of the throttle body with
7,26
Berryman Chemtool B12 carburetor cleaner and air-dry
before each test. Do not disassemble the throttle body as this
will cause excessive wear on the components. The idle air
screw can be removed for the cleaning process. Fully close the
idle air screw during test operation.
8.5.2.2 There is no specific life for the throttle body.
However, the clearance between the bore and the butterfly will
eventually increase and render the body unserviceable. When
the clearance becomes too great to allow control of speed,
torque, and air-fuel ratio, discard the throttle body.
8.6 Engine Assembly:
8.6.1 Assemble the engine according to the 2.0 L Ecoboost
assembly procedures in the 2012 Explorer Shop Manual,
except as noted in Section 7. Ensure all components (that is,
pistons, rings, bearings, etc.) are replaced in the same positions
used originally when assembled at the factory.
8.6.2 Sealing Compounds—Use a silicon-based sealer, as
needed, on the contact surfaces between the rear-seal housing
and oil pan and the front cover and cylinder block, cylinder
7,10
head and oil pan. Use Motorcraft Gasket Maker (TA-16) or
equivalent between the sixth intake and exhaust camshaft cap
and the cylinder head. Use silicon-based sealer sparingly since
it can elevate the indicated silicon content of the used oil.
NOTE 3—Non-silicon liquid or tape thread sealers may be used on bolts
FIG. 3 Water-Pump Drive Arrangement
and plugs.
8.6.3 Gaskets and Seals—Install new gaskets and seals
during engine assembly.
8.4.2.1 To determine the valve stem-to-guide clearance,
measure the diameter of the valve stem at 38 mm from the tip 8.7 Cylinder Head Assembly:
8.7.1 Cylinder heads may be used as long as they remain
of the valve, and the valve guide at 19.5 mm from the top of the
valve guide. within service specifications. Refer to the 2012 Explorer
Service Manual.
8.4.2.2 For the intake- and exhaust-valve springs, measure
8.7.2 Replace the valves on cylinder heads reused on
and record the spring free length and spring tension at a
another engine block.
compressed height of 28.7 mm. Verify the compressed spring
8.7.3 If a cylinder head is removed from an engine block
tension is 460 N 6 21 N. Reject any springs not meeting this
ahead of schedule due to broken pistons, short-block failure, or
criteria.
lack of test severity, the laboratory may reuse the cylinder head
8.5 Miscellaneous Engine-Components Preparation:
without replacing the valves provided they are within service
8.5.1 Environment for Engine Buildup and Measurement
limit.
Areas—The ambient atmosphere of the engine buildup and
8.7.4 Assemble the cylinder heads in accordance with the
measurement areas shall be reasonably free of contaminants.
service manual. Lap the valves before installation and install
Control the temperature to within 63 °C to ensure acceptable
repeatability in the measurement of parts dimensions. To
prevent moisture forming on cold engine parts that are brought
The sole source of supply of this product known to the committee at this time
into the buildup or measurement areas, maintain the relative
is Berryman Products, Inc, 3800 E. Randol Mill Rd, Arlington, TX 76011. Tel: +1
humidity at a nominal maximum of 50 %. 800 433 1704; www.berrymanproducts.com.
D8291 − 23a
new intake- and exhaust-valve seals. Set the valve lash in 8.11.2.2 Thermocouples, wires, and extension wires shall be
accordance with the procedure in the workshop manual and matched to perform in accordance with the special limits of
record the valve lash. error as defined in ANSI MC96.1.
8.7.5 Vacuum check the valve ports before use. 8.11.3 Calibration—Refer to Table 3 for calibration interval
of thermocouples. The temperature-measurement system shall
8.8 Engine Installation on Test Stand—Install the engine
indicate within 60.5 °C of the laboratory calibration standard.
onto the stand as described in 7.6.2. Install all engine compo-
The calibration standard shall be traceable to NIST.
nents external to the long block according to the 2.0 L
8.11.4 Locations for Engine-Temperature Sensors:
Ecoboost assembly procedures in the 2012 Explorer Shop
8.11.4.1 Engine-Coolant Inlet—Install the sensor in the
Manual, where applicable. Connect the engine to all external
7,8
coolant inlet on the engine (P/N OHTVH-008-1 ) perpen-
laboratory systems identified i
...