1、Designation: D8226 18Standard Test Method forMeasurement of Effects of Automotive Engine Oils on FuelEconomy of Passenger Cars and Light-Duty Trucks inSequence VIF Spark Ignition Engine1,2This standard is issued under the fixed designation D8226; the number immediately following the designation indi
2、cates the year oforiginal adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.INTRODUCTIONPortions of this test method are written f
3、or use by laboratories that make use of ASTM TestMonitoring Center (TMC)3services (see Annex A1 Annex A4).The TMC provides reference oils and engineering and statistical services to laboratories that desireto produce test results that are statistically similar to those produced by laboratories previ
4、ouslycalibrated 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 TMCservices as part of their test registration process. In addition, the American Petroleum Institute
5、 (API)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 theirspecifications.The advantage of using the TMC services to calibrate test stands is that the test laboratory
6、(andhence the Test Purchaser) has an assurance that the test stand was operating at the proper level of testseverity. It should also be borne in mind that results obtained in a non-calibrated test stand may notbe the same as those obtained in a test stand participating in the ASTM TMC services proce
7、ss.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 genericequipment. It is recognized that there are occasions where critical/sole-source equipment has beenapproved by the t
8、echnical committee (surveillance panel/task force) and is required by the testprocedure. The technical committee that oversees the test procedure is encouraged to clearly identifyif the part is considered critical in the test procedure. If a part is deemed to be critical, ASTMencourages alternative
9、suppliers to be given the opportunity for consideration of supplying the criticalpart/component providing they meet the approval process set forth by the technical committee.An alternative supplier can start the process by initiating contact with the technical committee(current chairs shown on ASTM
10、TMC website). The supplier should advise on the details of the partthat is intended to be supplied. The technical committee will review the request and determinefeasibility of an alternative supplier for the requested replacement critical part. In the event that areplacement critical part has been i
11、dentified and proven equivalent the sole-source supplier footnoteshall be removed from the test procedure.1. Scope1.1 This test method covers an engine test procedure for themeasurement of the effects of automotive engine oils on the1This test method is under the jurisdiction of ASTM Committee D02 o
12、nPetroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility ofSubcommittee D02.B0.10 on Standards Acceleration.Current edition approved Oct. 1, 2018. Published December 2018. DOI:10.1520/D8226-18.2The multi-cylinder engine test sequences were originally developed by anASTM Com
13、mittee D02 group. Subsequently, the procedures were published in anASTM special technical publication. The Sequence VIB was published as ResearchReport RR:D02-1469, dated April 8, 1999.3Until the next revision of this test method, the ASTM Test Monitoring Centerwill update changes in the test method
14、 by means of information letters. Informationletters may be obtained from the ASTM Test Monitoring Center, 6555 Penn Ave.,Pittsburgh, PA 15206-4489. Attention: Administrator. This edition incorporatesrevisions in all information Letters through No. 15-1.Copyright ASTM International, 100 Barr Harbor
15、Drive, PO Box C700, West Conshohocken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recommendations
16、 issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.1fuel economy of passenger cars and light-duty trucks withgross vehicle weight 3856 kg or less. The tests are conductedusing a specified spark-ignition engine with a displacement of3.6 L (General Motors)4on a dynamom
17、eter test stand. Itapplies to multi viscosity oils used in these applications.1.2 The values stated in SI units are to be regarded asstandard. No other units of measurement are included in thisstandard.1.2.1 ExceptionsWhere there is no direct equivalent suchas the units for screw threads, National P
18、ipe threads/diameters,tubing size, and single source supply equipment specifications.Additionally, Brake Fuel Consumption (BSFC) is measured inkilograms per kilowatt-hour.1.3 This test method is arranged as follows:SectionIntroductionScope 1Referenced Documents 2Terminology 3Summary of Test Method 4
19、Significance and Use 5Apparatus 6General 6.1Test Engine Configuration 6.2Laboratory Ambient Conditions 6.3Engine Speed and Torque Control 6.4Dynamometer 6.4.1Dynamometer Torque 6.4.2Engine Cooling System 6.5External Oil System 6.6Fuel System 6.7Fuel Flow Measurement 6.7.2Fuel Temperature and Pressur
20、e Control to the Fuel Flow Meter 6.7.3Fuel Temperature and Pressure Control to Engine Fuel Rail 6.7.4Fuel Supply Pumps 6.7.5Fuel Filtering 6.7.6Engine Intake Air Supply 6.8Intake Air Humidity 6.8.1Intake Air Filtration 6.8.2Intake Air Pressure Relief 6.8.3Temperature Measurement 6.9Thermocouple Loca
21、tion 6.9.5AFR Determination 6.10Exhaust and Exhaust Back Pressure Systems 6.11Exhaust Manifolds 6.11.1Laboratory Exhaust System 6.11.2Exhaust Back Pressure 6.11.3Pressure Measurement and Pressure Sensor Locations 6.12Engine Oil 6.12.2Fuel to Fuel Flow meter 6.12.3Fuel to Engine Fuel Rail 6.12.4Exhau
22、st Back Pressure 6.12.5Intake Air 6.12.6Intake Manifold Vacuum/Absolute Pressure 6.12.7Coolant Flow Differential Pressure 6.12.8Crankcase Pressure 6.12.9Engine Hardware and Related Apparatus 6.13Test Engine Configuration 6.13.1ECU (Power Control Module) 6.13.2Thermostat Block-Off Adapter Plate 6.13.
23、3Wiring Harness 6.13.4Oil Pan 6.13.5Engine Water Pump Adapter Plate 6.13.6Thermostat Block-Off Plate 6.13.7Oil Filter Adapter Plate 6.13.8Modified Throttle Body Assembly 6.13.9Fuel Rail 6.13.10SectionMiscellaneous Apparatus Related to Engine Operation 6.14Reagents and Materials 7Engine Oil 7.1Test F
24、uel 7.2Engine Coolant 7.3Cleaning Materials 7.4Preparation of Apparatus 8Test Stand Preparation 8.2Engine Preparation 9Cleaning of Engine Parts 9.3Engine Assembly Procedure 9.4General Assembly Instructions 9.4.1Bolt Torque Specifications 9.4.2Sealing Compounds 9.4.3Harmonic Balancer 9.4.5Thermostat
25、9.4.6Coolant Inlet 9.4.7Oil Filter Adapter 9.4.8Dipstick Tube 9.4.9Sensors, Switches, Valves, and Positioners 9.4.10Ignition System 9.4.11Fuel Injection System 9.4.12Intake Air System 9.4.13Engine Management System 9.4.14Accessory Drive Units 9.4.15Exhaust Manifolds 9.4.16Engine Flywheel and Guards
26、9.4.17Lifting of Assembled Engines 9.4.18Engine Mounts 9.4.19Non-Phased Camshaft Gears 9.4.20Internal Coolant Orifice 9.4.21Calibration 10Stand/Engine Calibration 10.1Procedure 10.1.1Reporting of Reference Results 10.1.2Analysis of Reference/Calibration Oils 10.1.3Instrument Calibration 10.2Engine T
27、orque Measurement System 10.2.3Fuel Flow Measurement System 10.2.4Coolant Flow Measurement System 10.2.5Thermocouple and Temperature Measurement System 10.2.6Humidity Measurement System 10.2.7Other Instrumentation 10.2.8Test Procedure 11External Oil System 11.1Flush Effectiveness Demonstration 11.2P
28、reparation for Oil Charge 11.3Initial Engine Start-Up 11.4New Engine Break-In 11.5Oil Charge for Break-In 11.5.2Break-In Operating Conditions 11.5.3Standard Requirements for Break-In 11.5.4Routine Test Operation 11.6Start-Up and Shutdown Procedures 11.6.1Flying Flush Oil Exchange Procedures 11.6.2Te
29、st Operating Stages 11.6.3Stabilization to Stage Conditions 11.6.4Stabilized BSFC Measurement Cycle 11.6.5BLB1 Oil Flush Procedure for BL Oil Before Test Run 1 11.6.6BSFC Measurement of BLB1 Oil Before Test Oil 11.6.7BLB2 Oil Flush Procedure for BL Oil Before Test Oil Run 2 11.6.8BSFC Measurement of
30、 BLB2 Oil Before Test Oil 11.6.9Percent Delta Calculation for BLB1 vs. BLB2 11.6.10Test Oil Flush Procedure 11.6.11Test Oil Aging, Phase I 11.6.12BSFC Measurement of Aged (Phase I) Test Oil 11.6.13Test Oil Aging, Phase II 11.6.14BSFC Measurement of Aged (Phase II) Test Oil 11.6.15Oil Consumption and
31、 Sampling 11.6.16Flush Procedure for BL Oil (BLA) After Test Oil 11.6.17General Test Data Logging Forms 11.6.18Diagnostic Review Procedures 11.6.19Determination of Test Results 12Final Test Report 13Precision and Bias 14Keywords 15Annexes4Trademark of General Motors Corporation, 300 Renaissance Cent
32、er, Detroit,MI 48265.D8226 182SectionASTM Test Monitoring Center Organization Annex A1ASTM Test Monitoring Center: Calibration Procedures Annex A2ASTM Test Monitoring Center: Maintenance Activities Annex A3ASTM Test Monitoring Center: Related Information Annex A4Detailed Specifications and Drawings
33、of Apparatus Annex A5Oil Heater Bolton 255 Refill Procedure Annex A6Engine Part Number Listing Annex A7Safety Precautions Annex A8Sequence VIF Test Report Forms and Data Dictionary Annex A9Statistical Equations for Mean and Standard Deviations Annex A10Determining the Oil Sump Full Level removes hea
34、t,particularly from the underside of pistons; and serves as acombustion gas sealant for the piston rings.3.1.7.1 DiscussionIt may contain additives to enhancecertain properties. Inhibition of engine rusting, depositformation, valve train wear, oil oxidation, and foaming areexamples. D41753.1.8 fuel
35、economy, nin internal combustion engines, theefficient use of gasoline.3.1.8.1 DiscussionDetermined by comparing the rate offuel consumption of a test oil with that displayed by baselineoil. D68373.1.9 lubricant, nany material interposed between twosurfaces that reduces the friction or wear, or both
36、, betweenthem. D41753.1.10 non-reference oil, nany oil other than a referenceoil, such as a research formulation, commercial oil, or candi-date oil. D41753.1.11 non-standard test, na test that is not conducted inconformance with the requirements in the standard testmethod, such as running on an un-c
37、alibrated test stand, usingdifferent test equipment, applying different equipment assem-bly procedures, or using modified operating conditions. D41753.1.12 purchaser, nof an ASTM test, a person or organi-zation that pays for the conduct of an ASTM test method on aspecified product.3.1.12.1 Discussio
38、nThe preferred term is purchaser. Dep-recated terms that have been used are client, requester, sponsor,and customer. D41753.1.13 reference oil, nan oil of known performance char-acteristics used as a basis for comparison. D41753.1.14 test oil, nany oil subjected to evaluation in anestablished proced
39、ure. D41753.1.15 test start, nintroduction of test oil into the enginesource. D41753.2 Definitions of Terms Specific to This Standard:3.2.1 aged test oil, nan engine oil to be tested that hasbeen previously subjected to use in a spark-ignited operatingengine for a prescribed length of service under
40、prescribedconditions. D68373.2.2 aging, nthe subjecting of an engine oil to use in aspark-ignited operating engine for a prescribed length ofservice under prescribed conditions. D68373.2.3 central parts distributor (CPD), nthe manufactureror supplier, or both, of many of the parts and fixtures used
41、inthis test method.3.2.3.1 DiscussionBecause of the need for availability,rigorous inspection, and control of many of the parts used inthis test method, companies having the capabilities to providethe needed services have been selected as the official suppliersfor the Sequence VIF test method. These
42、 companies workclosely with the Test Procedure Developer and with the ASTMgroups associated with the test method to help ensure that thecritical engine parts used in this test method are available to thetesting industry and function satisfactorily. D68943.2.4 engine hours, ncumulative time that igni
43、tion ispowered after engine installation.3.2.4.1 DiscussionEngine hours will include any timeaccumulated on a different stand, including engine break-in.3.2.5 engine shutdown, nthe engine is brought to a com-plete stop.3.2.6 flush, vto wash out with a rush of engine oil, duringa prescribed mode of e
44、ngine operation to minimize carryovereffect from the previous oil and remove residues, beforeintroducing new test oil. D68373.2.7 flying flush, nin internal combustion engines, thewashing out with a rush of engine oil, during a prescribedmode of engine operation to minimize carryover effect fromthe
45、previously used oil and remove residues without stoppingthe engine after the previous test. D68373.2.8 off test time, ntime when the test is not operating atthe scheduled test conditions, but shutting down the engine isnot required.3.2.9 stage restart, nre-initiate a stage while the engine isrunning
46、.4. Summary of Test Method4.1 The internal combustion engine with a displacement of3.6 L is installed on a dynamometer test stand equipped withthe appropriate controls for speed, torque, and various otheroperating parameters.4.2 The test method consists of measuring the laboratoryengine brake specif
47、ic fuel consumption at six constant speed/torque/temperature conditions for the baseline calibration oil,test oil, and a repeat of the baseline calibration oil. Theapproximate test length is 197 h.4.3 Aged test oil is compared directly to fresh VIE BL(baseline oil) SAE 20W-30 (see X1.2) baseline cal
48、ibration oilthat is run before and after the test oil. When changing fromtest oil to baseline oil, an intermediate flush with specialflushing oil (FO) is required to minimize the possibility of acarryover effect from the previous oil.4.4 Test results are expressed as a percent change inweighted fuel
49、 consumption relative to the baseline calibrationoil.5. Significance and Use5.1 Test MethodThe data obtained from the use of this testmethod provide a comparative index of the fuel-saving capa-bilities of automotive engine oils under repeatable laboratoryconditions. A BL has been established for this test to provide astandard against which all other oils can be compared. The BLoil is an SAE 20W-30 grade fully formulated lubricant. Thetest procedure was not designed to give a precise estimate ofthe difference between two test oils without adequate replica-tion.
