ASTM D8275-22

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: D8275 − 21 D8275 − 22
Standard Specification for
Gasoline-like Test Fuel for Compression-Ignition Engines
This standard is issued under the fixed designation D8275; 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.
1. Scope*
1.1 This specification covers the requirements of test fuels suitable for use in certain gasoline compression-ignition engines and
vehicles, which have been specifically designed to operate on the fuel described in this specification. These gasoline-like fuels,
which may contain certain gasoline blending components, are henceforth referred to in this specification as “gasoline
compression-ignition (GCI) test fuels.”
1.1.1 The GCI test fuels described by this specification are only intended for use by engine and vehicle manufacturers in the
continuing development of appropriately designed compression-ignition engines that can take advantage of certain chemical and
physical properties of GCI test fuels to achieve higher efficiency and lower emissions (henceforth referred to as “GCI engines”).
These GCI test fuels are not intended for use by the general public.
1.1.2 GCI engines include only those engines that directly inject fuel into the combustion chamber, and rely on autoignition of
the fuel to initiate combustion part or all the time. Although various combustion strategies may be used depending on the fuel and
engine operating condition, the level of fuel stratification is typically decreased in GCI engines under certain operating conditions
relative to traditional diesel compression-ignition engines. Engines that use an auxiliary ignition source (such as a spark plug) some
but not all of the time could qualify as GCI engines.
1.1.3 The GCI test fuels covered in this specification may contain oxygenates, such as alcohols and ethers. Recommended limits
on the type and concentration of specific oxygenates are provided in Appendix X3.
1.2 This specification provides a description of GCI test fuels for automotive engines that are not currently widely available to
the general public, but are being developed and require defined standard test fuels. Commercial fuels meeting the same or similar
requirements as the GCI test fuels described in this specification could become available to the general public if/when such engines
are introduced into commerce; however use of this specification by the general public would require significant modifications. The
specification is under continuous review, which can result in revisions based on changes in fuel, automotive requirements, test
methods, or a combination thereof. All users of this specification, therefore, should refer to the latest edition.
1.3 Traditional diesel compression-ignition engines and fuel systems are designed for use with fuel, which has a lower volatility,
higher flash-point, and higher viscosity than GCI test fuels. Such engines are therefore usually unsuitable for use with GCI test
fuels. Certain hardware modifications may be required for the safe use of low flash-point, GCI test fuels.
NOTE 1—If there is any doubt as to the latest edition of Specification D8275, contact ASTM International Headquarters.
1.4 The values stated in SI units are to be regarded as the standard. Any other values given are provided for information only.
This specification is under the jurisdiction of ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Subcommittee
D02.A0.01 on Gasoline and Gasoline-Oxygenate Blends.
Current edition approved Jan. 1, 2021July 1, 2022. Published January 2021August 2022. Originally approved in 2019. Last previous edition approved in 20192021 as
D8275 – 19a.D8275 – 21. DOI: 10.1520/D8275-21.10.1520/D8275-22.
*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
D8275 − 22
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
D86 Test Method for Distillation of Petroleum Products and Liquid Fuels at Atmospheric Pressure
D130 Test Method for Corrosiveness to Copper from Petroleum Products by Copper Strip Test
D240 Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter
D381 Test Method for Gum Content in Fuels by Jet Evaporation
D525 Test Method for Oxidation Stability of Gasoline (Induction Period Method)
D1266 Test Method for Sulfur in Petroleum Products (Lamp Method)
D1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products by Fluorescent Indicator Adsorption
D2622 Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X-ray Fluorescence Spectrometry
D2699 Test Method for Research Octane Number of Spark-Ignition Engine Fuel
D2700 Test Method for Motor Octane Number of Spark-Ignition Engine Fuel
D3120 Test Method for Trace Quantities of Sulfur in Light Liquid Petroleum Hydrocarbons by Oxidative Microcoulometry
D3237 Test Method for Lead in Gasoline by Atomic Absorption Spectroscopy
D3341 Test Method for Lead in Gasoline—Iodine Monochloride Method
D3606 Test Method for Determination of Benzene and Toluene in Spark Ignition Fuels by Gas Chromatography
D3831 Test Method for Manganese in Gasoline By Atomic Absorption Spectroscopy
D4052 Test Method for Density, Relative Density, and API Gravity of Liquids by Digital Density Meter
D4057 Practice for Manual Sampling of Petroleum and Petroleum Products
D4175 Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants
D4176 Test Method for Free Water and Particulate Contamination in Distillate Fuels (Visual Inspection Procedures)
D4177 Practice for Automatic Sampling of Petroleum and Petroleum Products
D4306 Practice for Aviation Fuel Sample Containers for Tests Affected by Trace Contamination
D4814 Specification for Automotive Spark-Ignition Engine Fuel
D4815 Test Method for Determination of MTBE, ETBE, TAME, DIPE, tertiary-Amyl Alcohol and C to C Alcohols in
1 4
Gasoline by Gas Chromatography
D4953 Test Method for Vapor Pressure of Gasoline and Gasoline-Oxygenate Blends (Dry Method)
D5059 Test Methods for Lead and Manganese in Gasoline by X-Ray Fluorescence Spectroscopy
D5191 Test Method for Vapor Pressure of Petroleum Products and Liquid Fuels (Mini Method)
D5291 Test Methods for Instrumental Determination of Carbon, Hydrogen, and Nitrogen in Petroleum Products and Lubricants
D5443 Test Method for Paraffin, Naphthene, and Aromatic Hydrocarbon Type Analysis in Petroleum Distillates Through 200 °C
by Multi-Dimensional Gas Chromatography
D5453 Test Method for Determination of Total Sulfur in Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel,
and Engine Oil by Ultraviolet Fluorescence
D5482 Test Method for Vapor Pressure of Petroleum Products and Liquid Fuels (Mini Method—Atmospheric)
D5580 Test Method for Determination of Benzene, Toluene, Ethylbenzene, p/m-Xylene, o-Xylene, C and Heavier Aromatics,
and Total Aromatics in Finished Gasoline by Gas Chromatography
D5769 Test Method for Determination of Benzene, Toluene, and Total Aromatics in Finished Gasolines by Gas
Chromatography/Mass Spectrometry
D5842 Practice for Sampling and Handling of Fuels for Volatility Measurement
D5854 Practice for Mixing and Handling of Liquid Samples of Petroleum and Petroleum Products
D6079 Test Method for Evaluating Lubricity of Diesel Fuels by the High-Frequency Reciprocating Rig (HFRR)
D6378 Test Method for Determination of Vapor Pressure (VP ) of Petroleum Products, Hydrocarbons, and Hydrocarbon-
X
Oxygenate Mixtures (Triple Expansion Method)
D7039 Test Method for Sulfur in Gasoline, Diesel Fuel, Jet Fuel, Kerosine, Biodiesel, Biodiesel Blends, and Gasoline-Ethanol
Blends by Monochromatic Wavelength Dispersive X-ray Fluorescence Spectrometry
D7220 Test Method for Sulfur in Automotive, Heating, and Jet Fuels by Monochromatic Energy Dispersive X-ray Fluorescence
Spectrometry
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
D8275 − 22
D7667 Test Method for Determination of Corrosiveness to Silver by Automotive Spark-Ignition Engine Fuel—Thin Silver Strip
Method
D7671 Test Method for Corrosiveness to Silver by Automotive Spark–Ignition Engine Fuel–Silver Strip Method
D7757 Test Method for Silicon in Gasoline and Related Products by Monochromatic Wavelength Dispersive X-ray Fluorescence
Spectrometry
E29 Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications
3. Terminology
3.1 Definitions:
3.1.1 For general terminology, refer to Terminology D4175.
3.1.2 dry vapor pressure equivalent, DVPE, n—value calculated by a defined correlation equation that is expected to be
comparable to the vapor pressure value obtained by Test Method D4953, Procedure A.
3.1.3 gasoline, n—volatile mixture of liquid hydrocarbons, generally containing small amounts of additives, suitable for use as a
fuel in spark-ignition, internal combustion engines.
3.1.4 gasoline-oxygenate blend, n—fuel consisting primarily of gasoline along with a substantial amount (more than 0.35 % by
mass oxygen) of one or more oxygenates.
3.1.5 octane sensitivity, n—the mathematical difference between research octane number (RON) and motor octane number (MON)
(octane sensitivity = RON – MON).
3.1.5.1 Discussion—
The terms octane sensitivity and octane number sensitivity are used synonymously.
3.1.6 oxygenate, n—oxygen-containing, ashless, organic compound, such as an alcohol or ether, which can be used as a fuel or
fuel supplement.a molecule composed solely of carbon, hydrogen, and oxygen.
3.1.6.1 Discussion—
The fuel described in this standard may contain oxygenates, such as alcohol and ethers.
3.2 Definitions of Terms Specific to This Standard:
3.2.1 gasoline compression-ignition test fuel, n—a homogeneous, volatile mixture of liquid hydrocarbons with or without
oxygenates, generally containing small amounts of additives, suitable for use as a fuel in certain gasoline compression-ignition
engines and vehicles.
3.2.2 gasoline compression-ignition engine, n—a type of internal combustion engine in which gasoline or gasoline-like fuel is
directly injected into the combustion chamber, and which uses a compression-ignition process to initiate combustion under some
operating conditions.
4. Performance Requirements
4.1 The fuel shall conform to the requirements of Table 1. The significance of each of the properties of this specification is shown
in Appendix X2.
4.1.1 The reader is advised to review other applicable national, state, provincial, or local requirements.
4.1.2 The following applies to all specified limits in this specification: For purposes of determining conformance with this
specification, an observed value or a calculated value shall be rounded “to the nearest unit” in the right-most significant digit used
in expressing the specification limit, in accordance with the rounding method of Practice E29. All digits associated with property
limits in this specification are significant unless otherwise noted.
4.2 Seasonal and regional volatility classes are not specified as the limits in this specification are provided for research and
development purposes only, and are not meant for use by the general public.
4.3 Additional recommended property limits for GCI test fuel formulation are provided in Table X3.1. These property
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TABLE 1 GCI Test Fuel Specifications
Property Limit ASTM Test Method
Lead content, g/L, max 0.013 D3237 or D5059
Sulfur, mg/kg, max 10. D1266, D2622, D3120, D5453,
D7039 or D7220
Manganese content, mg/L, max 0.25 D3831
Copper strip corrosion, max No. 1 D130
(3 h at a minimum control temperature of 50 °C)
Silver strip corrosion, max No. 1 D7667 or D7671
(2 h at a minimum control temperature of 50 °C)
Solvent-washed gum content, mg/100 mL, max 5 D381
Oxidation stability, minutes, min 240. D525
Vapor pressure, at 37.8 °C, kPa D4953, D5191, D5482, or D6378
min 44
max 103
Distillation Temperature, °C, at percent evaporated D86
Initial boiling point,
min 30.
max 160.
End point, max 360.
Distillation residue, % by volume, max 2 D86
requirements are provided as guidance for continued research and development purposes. Those properties which are subsequently
shown to be required for GCI vehicle performance will be included in Table 1 in future versions of this specification.
5. Workmanship
5.1 The GCI test fuel shall be visually free of undissolved water, sediment, and suspended matter; it shall be clear and bright at
the fuel temperature at the point-of-custody transfer or at a lower temperature agreed upon by the purchaser and seller.
5.1.1 Test Method D4176 can be helpful for evaluating the product.
5.1.2 Avoiding Water Haze and Phase Separation—GCI test fuel should not contain a separate water or water-alcohol phase at the
time it is introduced into a vehicle or equipment fuel tank or under the conditions the fuel is used. Water that is dissolved in fuel
at the point of use does not generally cause engine problems. However, if excess water is present in gasoline compression-ignition
fuel, a separate phase, either “free water” or a water-alcohol mixture, can form. Either condition can lead to engine damage, or
the engine failing to start or operate properly. A separated water-rich phase can be observed as a haze, water droplets or a distinct
lower layer. This lower aqueous phase can be corrosive to many metals and the engine cannot operate on it. Similarly, the upper
hydrocarbon phase may no longer meet volatility properties. See Appendix X8 in Specification D4814 for additional information
on water haze and phase separation.
5.1.2.1 GCI test fuel should be resistant to phase separation or undissolved matter at the lowest temperatures to which it is likely
to be subjected, dependent on the time and place of its intended use.
NOTE 2—Solubility is temperature dependent. As this fuel cools, water or water-alcohol and some high molecular weight additives can become insoluble.
5.2 The GCI test fuel shall also be free of any adulterant or contaminant that can render the fuel unacceptable for its commonly
used applications.
5.2.1 Manufacturers and blenders of GCI test fuel shall avoid blending stocks (for example, purchased used toluene solvents or
improperly recycled ethanol) contaminated by silicon-containing materials. Silicon contamination can lead to fouled vehicle
components requiring parts replacement and repairs. Test Method D7757 is a procedure for determining silicon content but no
specification limits have been established for silicon.
6. Sampling, Containers, and Sample Handling
6.1 The reader is strongly advised to review all intended test methods before sampling to understand the importance and effects
of sampling technique, proper containers, and special handling required for each test method.
6.2 Correct sampling procedures are critical to obtain a sample representative of the lot intended to be tested. Use appropriate
procedures in Practice D4057 for manual method sampling and Practice D4177 for automatic method sampling, as applicable.
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6.3 The correct sample volume and appropriate container selection are important decisions that can impact test results. Refer to
Practice D4306 for aviation fuel container selection for tests sensitive to trace contamination. Refer to Practice D5854 for
procedures on container selection and sample mixing and handling.
6.4 For volatility determination of a sample, refer to Practice D5842 for special precautions recommended for representative
sampling and handling techniques.
7. Test Methods
7.1 The requirements of this specification shall be determined in accordance with following the methods. The scopes of some of
the following test methods do not include gasoline-ethanol blends or other gasoline-oxygenate blends. Refer to the listed test
methods to determine applicability or required modifications for use with gasoline-oxygenate blends. The precision of these test
methods can differ from the reported precisions when testing ethanol- or oxygenate-containing blends.
7.1.1 Distillation—Test Method D86.
7.1.2 Vapor Pressure—Test Methods D4953, D5191, D5482, or D6378.
7.1.2.1 When using Test Method D6378, determine VP at 37.8 °C (100 °F) using a sample from a 1 L container and convert to
DVPE (Test Method D5191 equivalence) using:
Predicted DVPE 5 VP 2 1.005 kPa (1)
4 37.8 °C
Predicted DVPE 5 VP 2 0.15 psi (2)
4 37.8 °C
7.1.3 Corrosion, for Copper—Test Method D130, 3 h at 50 °C (122 °F).
7.1.4 Solvent-Washed Gum Content—Test Method D381, air jet apparatus.
7.1.5 Sulfur—Test Methods D1266, D2622, D3120, D5453, D7039, or D7220.
7.1.6 Lead—Test Methods D3341 or D5059 (Test Methods A or B). For lead levels below 0.03 g/L (0.1 g/U.S. gal), use Test
Methods D3237 or D5059 (Test Method C).
7.1.7 Oxidation Stability—Test Method D525.
7.2 Tests applicable to gasoline are not necessarily applicable to its blends with oxygenates. Consequently, the type of fuel under
consideration shall first be identified to select applicable tests. Test Method D4815 provides a procedure for determining oxygenate
concentration in mass percent. Test Method D4815 also includes procedures for calculating mass oxygen content and oxygenate
concentration in volume percent. Appendix X4 in Specification D4814 provides a procedure for calculating the mass oxygen
content of a fuel using measured oxygenate type, oxygenate concentration in volume percent, and measured density or relative
density of the fuel.
8. Keywords
8.1 alcohol; automotive fuel; copper strip corrosion; corrosion; distillation; driveability; ethanol; ether; fuel; gasoline;
gasoline-alcohol blend; gasoline compression-ignition; gasoline compression-ignition engine fuel; gasoline-ethanol blend;
gasoline-ether blend; gasoline-oxygenate blend; induction period; lead; methanol; MTBE; oxidation stability; oxygenate;
oxygenate detection; phosphorous; solvent-washed gum; spark-assisted gasoline compression-ignition; sulfur; unleaded fuel; vapor
pressure; volatility
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APPENDIXES
(Nonmandatory Information)
X1. BACKGROUND ON GASOLINE COMPRESSION-IGNITION COMBUSTION AND FUELS
X1.1 Various advanced compression-ignition engines have been proposed as technologies that combine aspects of gasoline and
diesel engine technology. Gasoline engines generally have the advantage of simple engine and aftertreatment system designs,
whereas diesel engines can typically achieve higher efficiency—albeit at greater cost and complexity. Various advanced
compression-ignition strategies have been investigated in the research community for use with gasoline or gasoline-like fuels,
including homogeneous charge compression-ignition (HCCI) (1) , reactivity-controlled compression-ignition (RCCI) (2-6), and
partially-premixed compression-ignition (PPCI) (7-19). Although certain aspects of the engine hardware and control strategy may
differ between these concepts, they share a common objective with GCI engines of low emissions, high efficiency combustion of
gasoline or gasoline-like fuels in a compression-ignition engine.
X1.2 Increased efficiency of GCI engines relative to traditional spark-ignition (SI) engines is driven by several factors.
Compression-ignition engines do not experience traditional engine knock observed in SI engines, and globally lean operation
significantly reduces pumping losses while improving thermodynamic efficiency. At the same time, greater mixing of fuel and air
prior to combustion reduces soot production relative to conventional mixing-controlled (diesel) combustion and may also reduce
pressure requirements for the fuel injection system. High rates of exhaust gas recirculation (EGR) are typically used to limit peak
temperatures and oxygen concentrations, thereby reducing engine-out emissions of nitrogen oxides (NOx). While various
combustion strategies may be employed, key featuresof GCI combustion include faster fuel-air mixing, an increased portion of
premixed combustion, improved air utilization, and in some cases, a greater degree of separation between the end of injection and
start of combustion. These features are partially enabled by the use of gasoline-like fuels which have a higher vapor pressure, lower
boiling range, and longer ignition delay than diesel fuels.
X1.3 Because GCI engines utilize a combustion process which is different from traditional mixing-controlled, diesel compression-
ignition engines, the optimal fuel for these engines is also different. Many previous works have explored the effect of fuel
properties such as fuel reactivity, distillation, and chemical composition on combustion behavior, engine performance, and
emissions under partially-premixed combustion conditions. Fuels tested in these studies include gasoline (2, 8, 9, 14-18, 20-35),
diesel (9, 15, 16, 18, 20-22, 24-28, 30-32, 36-41), gasoline-diesel blends (25, 30-32, 37, 38, 41, 42), low-octane gasolines (8, 9,
14, 17, 21-23, 25, 27-29, 35, 39-46), model fuel blends (9, 14, 23, 25, 37, 39, 41), and other blends of petroleum-based fuels with
solvents, oxygenated compounds and additives (16, 22, 25, 26, 37, 39, 40, 44). A large number of studies have shown that fuel
reactivity (as measured by RON, MON, cetane number, or homogeneous ignition delay) plays an important role in GCI engine
performance (7-9, 14-16, 18, 20-23, 25, 30, 32, 35, 36, 39, 44, 47), however the potential exists for other fuel effects pertaining
to physical properties or chemical composition to also affect combustion, performance, or emissions in GCI engines. Accordingly,
recommended property limits for achieving consistent test results between various GCI engine research and development
laboratories have been provided in Appendix X3.
X2. SIGNIFICANCE OF ASTM SPECIFICATION FOR GASOLINE COMPRESSION-IGNITION TEST FUEL
X2.1 General
X2.1.1 Distillation and vapor pressure define the general characteristics of GCI test fuel. Other characteristics relate to: limiting
the concentration of undesirable components so that they will not adversely affect engine performance and ensuring the stability
of fuel as well as its compatibility with materials used in engines and their fuel systems. No octane number or anti-knock
requirements are specified as GCI engines do not experience conventional spark-ignition engine knock.
The boldface numbers in parentheses refer to the list references at the end of this standard.
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X2.1.2 Gasoline compression-ignition test fuel is a complex mixture composed of relatively volatile hydrocarbons that vary
widely in their physical and chemical properties and may contain oxygenates. Fuel is exposed to a wide variety of mechanical,
physical, and chemical environments. Thus, the properties of the fuel shall be balanced to give satisfactory engine performance
over an extremely wide range of operating conditions. The prevailing standards for fuel represent compromises among the
numerous quality and performance requirements. Some of the limits specified in this specification are established on the basis of
the broad
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